COLUMBIA  LIBRARIES  OFFSITE 

AVERY  CINE  ARTS  RESTRICTED 

in 

AR01410644 


Avery  Architectural  and  Fine  Arts  Library 
Gift  of  Seymour  B.  Durst  Old  York  Library 


Digitized  by 

the  Internet  Archive 

in  2013 

http://archive.org/details/reportsofnewyorkOOnewy_0 


REPORT  OF  COMMISSIONERS 

BTTTtATlVK  TO 

ENCROACHMENTS  AND  PRESERVATION 

OF  THE 

HAEBOE  OF  NEW  YOEK. 

TRANSMITTED  TO  THE  LEGISLATURE,  JANUARY  8,  1856. 


REPORTS 


OF  THE 


NEW  YORK  IIAIIBOII  COMMISSION, 


OF    1  856    AND    1  857. 


REPUBLISHED  BY  ORDER  OF 

THE  CHAMBEK  OF  COMMERCE 

OF  THE  STATE  OF  NEW  YORK. 


l^cm  JDork: 

C  .   S  .   W  E  S  T  C  0  T  1^   &   CO.,  PRINTERS, 
9  John  Street. 

1  8  6  4  . 


A3 


PREFACE. 


The  harbor  of  New  York  may  be  justly  regarded  as  one  of  the 
finest  in  the  world.  Its  preservation  for  the  use  and  convenience 
of  shipping,  aside  from  other  considerations,  is  of  great  im- 
portance to  the  commercial  interests  of  the  whole  country. 

It  is  well  known  that  a  system  of  encroachments  have  been 
devised  and  gradually  carried  into  effect,  by  filling  in  from  the 
land  around  the  shore,  thus  narrowing  its  limits  and  lessening 
the  volume  of  tide  water  fiowing  in  from  sea. 

So  extensive  and  alarming  had  these  encroachments  become, 
that,  in  1855,  the  legislature  of  the  state  of  New  York  insti- 
tuted a  Commission  to  prevent  their  continuance.  The  Com- 
mission, in  the  discharge  of  its  duties,  collected  valuable  facts 
bearing  upon  this  subject ;  and  it  is  for  the  purpose  of  preserving 
these  facts  for  future  reference  that  this  volume  is  printed. 

Although  the  legislature  have  passed  stringent  laws  to  pre- 
serve the  harbor,  yet  the  water  lots  surrounding  the  same  have 
so  enhanced  in  value,  compared  with  those  back  from  the  water, 
that  the  greatest  vigilance  is  required  to  prevent  constant  en- 
croachments. 

The  pilot  commissioners  have  done  much  to  arrest  these 
public  injuries,  but  it  is  difficult  to  hold  in  check  the  spirit  of 
aggression,  when  filling  out  into  the  water  can  be  done  with  so 
much  less  expense,  than  creating  water  basins  by  making  ex- 
cavations in  the  land. 

It  is  hoped  the  facts  set  forth  in  this  volume  will  show  the  im- 
portance of  adding  to  our  wharf  and  dock  facilities,  by  docking 


iv 


Preface. 


inland,  rather  than  filling  in  the  harbor,  and  by  this  means  pre- 
serve and  improve,  instead  of  damaging,  if  not  ruining,  this 
noble  harbor. 

Another  important  measure  to  its  preservation,  is  the  erecting 
of  stone  wharves  or  piers,  for  the  use  of  shipping,  in  place  of  the 
fragile  log  structures  now  used. 

In  the  year  1836,  Aaron  Clark,  then  an  alderman — afterward 
the  mayor  of  the  city — reported  to  the  common  council  in  favor 
of  stone  piers  on  the  North  river.  This  very  creditable  report 
was  never  acted  upon,  and  the  piers  and  wharves  of  the  city  ot 
New  York  remain  of  inadequate  strength  to  safety  and  dura- 
bility, and  unworthy  of  her  commercial  importance. 

The  Treasury  Department  have  commenced  the  erection  of 
piers  at  Staten  Island,  a  plan  and  description  of  which  are 
annexed  to  these  reports. 

It  is  hoped  that  this  example  may  be  profitably  followed  in 
New  York  city. 

These  reports  are  republished  by  order  of  the  Chamber  of 
Commerce  of  the  State  of  New  York. 

Geo.  W.  Blunt,  ) 

John  D.  Jones,      >  Committee. 

J.  A.  Stevens,  Jr.,  ) 


I     D  E  X. 


Pag-. 

Appendix  to  Report  of  Harbor  Commission,  January  8,  1856   31 

Appendix  to  Eeport  of  1856,  Contents  of .  ,   32 

Appendix  to  the  Report  of  the  Advisory  Council  of  the  New  York  Harbor 

Commission,  December  29,  1855  48,  49 

Appendix  to  Report  of  Harbor  Commission,  January  29,  1857   149 

Appendix  to  Report  of  1857,  Contents  of   150 

Boundary  Line  between  New  York  and  New  Jersey — Marked  (J)  97-100 

Brooklyn  Bulkhead  and  Pier  Line,  as  established  by  the  Legislature — 

Marked  (H)  89-92 

Coast  Survey  Papers  accompanying  Appendix  to  Report  of  Advisory  Council 

on  New  York  Harbor,  January  3,  1856  50-57 

Commissioners'  Certificate  on  Gowanus  Bay  Lines — Marked  (D)  192,  193 

Commissioners'  Letter  to  the  Mayor  of  New  York— Marked  (I)  210,  211 

Commissioners'  Letter  to  Hon.  William  H.  Seward,  on  Improvements  of 

HeUgate— Marked  (G)  205,  206 

Corporation  Ordinance — Marked  (J)   211 

Cost  of  Piers  and  Revenue  derived  therefrom   231-261 

Documents  relating  to  Survey  of  New  York  Bay  and  Harbor,  and  Dependen- 
cies •  70-73 

Entrances  and  Clearances  at  Port  of  New  York — Marked  (D)   78 

Exterior  Lines  in  New  York  Harbor— Marked  (B)  161-177 

General  Remarks  44-48 

Grants  of  Land  under  Water,  &c.— Marked  (G)  80-88 

Harbor  Expenses  at  the  Various  Ports — Marked  (C)  74-78 

Lnprovement  of  HeUgate— Marked  (F)  197-205 

Improvement  of  Harlem  River— Marked  (H)  206-210 

Legislative  Grants— Marked  (I)  92-97 

List  of  Maps  and  Books  consulted  by  the  Advisory  Council   58 

London  and  Liverpool  Docks   308 

London  and  Liverpool  Docks,  Landing  Rates  and  Warehouse  Rents  at. .  .309-311 

Memorial  of  Citizens  of  Brooklyn — Marked  ^^K)  212-215 


vi 


Index. 


Page. 

Piers, 'Slips,  &c..  Testimony  on  Condition  of  273-308 

Public  Docks  and  Slips,  leased  March  14,  1855,  compared  with  the  Kent  of 
1853  and  1854  261-272 


Quarantine  Anchorage  Grounds — Marked  (E)  193-196 

Eegistered  and  Enrolled  Tonnage  of  the  Port  of  New  York — Marked  (E). ...  79 

Kemonstrance  of  Citizens  of  Brooklyn — Marked  (L)  215-218 

Report  of  Advisory  Council  of  the  New  York  Harbor  Commission,  December 

29,  1855— Marked  (A)  33-44 

Report  of  the  Advisory  Council  of  New  York  Harbor  Commission,  recom- 
mending certain  Lines  in  the  East  and  North  Rivers,  and  in  Brooklyn, 

July,  1856— Marked  (B  2)  178-184 

Report  of  the  Advisory  Council  on  Gowanus  Bay  and  its  improvements, 

July  31,  1856— Marked  (C)  185-191 

Report  of  Professor  A.  D.  Bache,  December  8,  1855  58-60 

Report  of  Professor  A.  D.  Bache,  December  2,  1856— Marked  (A)  151-160 

Report  of  the  New  York  Harbor  Commission,  January  8,  1856  1-30 

Report  of  the  New  York  Harbor  Commission,  January  29,  1857  101-147 

Resurvey  of  New  York  Bay  and  Harbor  and  Dependencies,  by  United  States 

Coast  Survey  for  Commissioners  on  Harbor  Encroachments  60-69 


Survey  of  the  Hudson  River— Marked  (M), 
Staten  Island,  New  Dock  at— Marked  (Q). . 

Tonnage  of  Canal  Boats — Marked  (F)  


218-223 
..  315 

..79,  80 


"Wharfage  Rates,  Index  to  Testimony  on  

Wharfage  Rates,  Testimony  on— Marked  (N). 
ViTiarves,  Estimated  Value  of— Marked  (P). . 


. ..  312 

224-231 
...  312 


REPORT 

OF  THE 

NEW  YORK  HARBOR  COMMISSION, 

JANUAET  8,  1  8  5  6. 


The  commissioners  appointed  under  the  act  of  March  30,  1855,  en- 
titled, "  An  act  for  the  appointment  of  a  commission  for  the  preservation 
of  the  liarbor  of  New  York  from  encroachments,  and  to  prevent  obstruc- 
tions to  the  necessary  navigation  thereof,"  respectfully  submit  the  following 
report : 

The  act  creating  the  commission  requires  the  commissioners  to  cause 
surveys  and  examinations  of  the  harbor  of  New  York  and  the  adjacent 
lands  to  be  made  by  skilful  persons,  in  order  to  ascertain  whether  thii 
navigation  thereof  is  improperly  obstructed,  and  whether  in  reference  to 
the  present  and  probable  future  commerce  of  the  cities  of  New  York  and 
Brooklyn,  any  further  extension  of  piers,  wharves,  and  bulkheads,  into  the 
harbor  ought  to  be  allowed,  and  to  what  extent,  and  whether  any  grants 
already  made  by  the  legislature  or  the  commissioners  of  the  land  office, 
or  the  common  council  of  the  city  of  New  York,  for  the  filling  up  of  any 
of  the  land  under  water  will,  if  executed,  impair  or  obstruct  its  navigation, 
and  to  report  to  the  legislature  from  time  to  time,  and  at  least  by  the 
second  Tuesday  of  January  next,  the  result  of  the  information  thus  oljtained, 
and  the  evidence  upon  which  the  same  shall  be  founded. 

The  commissioners  are  further  required  to  recommend,  submit  and  pre- 
sent to  the  legislature,  the  establishment  of  exterior  lines  in  different  parts 
of  the  harbor,  opposite  and  along  the  water  fronts  of  the  cities  of  New 
York  and  Brooklyn,  the  county  of  Kings  and  the  county  of  Richmond,  and 
beyond  which  no  erection  or  permanent  obstruction  of  any  kind  should  be 
permitted  to  be  made,  and  to  recommend  to  the  legislature  such  provis- 
ions as  the  commissioners  shall  deem  necessary,  in  respect  to  the  enlarging 
or  filling  up  of  slips,  coves,  and  recesses,  the  size,  position  and  extent  of 
piers,  wharves,  bulkheads,  or  other  erections  or  improvements  within 
the  exterior  water  line,  and  a  suitable  rate  of  wharfage  for  vessels  usino 
the  same,  and  the  laying  out  and  establishing  such  piers  and  wharves,  and 
leaving  open  space  between  and  under  them,  and  in  respect  to  every  matter 
and  thing  calculated  to  preserve  for  ever  the  free  navigation  of  the  harbor 
of  New  York  ;  and  they  are  directed  to  have  prepared,  an  I  submit  with 
their  report,  maps  of  the  harbor,  exhibiting  the  exterior  lines  recommended 

1 


2 


New  York  Harhor  Commission  Reports. 


by  them,  and  the  lines  of  the  existing  piers,  wharves,  and  bulkheads,  and 
of  any  grants  of  land  under  water  in  the  harbor,  which  have  not  been  oc- 
cupied, and  the  original  shore  line,  as  far  as  can  be  ascertained,  accom- 
panied by  such  field-notes,  measurements,  and  elucidations,  as  shall  be 
necessary  to  a  full  exposition  and  understanding  of  the  subject.  They  are 
also  directed  to  inquire  and  report  the  propriety  of  laying  out  on  the  Ea^t 
river,  a  street  on  the  permanent  water  line  in  the  city  of  Brooklyn,  to  be 
called  West  street,  and  upon  the  power,  practicability,  and  utility  of  estab- 
lishing a  boundary  line  between  the  counties  of  Kings,  Queens,  and  New 
York,  in  the  East  river. 

The  importance  of  the  subjects  referred  to  them,  some  of  which  are 
complicated  hy  questions  of  claimed  and  vested  rights,  the  large  pecuniary 
interest  involved,  and  the  lasting  influence  of  their  proper  adjustment  on 
the  general  prosperity  of  the  state,  as  well  as  upon  the  commerce  of  the 
cities  of  New  York  and  Brooklyn,  have  been  sensibly  felt  by  the  commis- 
sioners in  the  discharge  of  the  duties  assigned  to  them. 

A  very  inadequate  view  of  the  subject  will  be  taken  if  the  determination 
of  the  water  lines,  and  the  projection  of  a  system  of  dockage  for  the  harbor 
of  New  York,  be  regarded  simply  as  the  settlement  of  conflicting  claims  to 
jurisdiction  or  property,  or  as  a  convenient  arrangement  for  the  present 
trade  of  the  cities  which  surround  its  shores.  Its  dimensions  are  co-equal 
to  the  commerce  which  will  yet  be  gathered  in  its  capacious  waters  and 
make  New  York  the  commercial  capital  of  the  world. 

The  benefits  of  extended  commerce,  in  augmenting  the  wealth  and 
power  of  a  pet)ple,  in  ameliorating  their  condition,  diffusing  the  comforts 
of  life,  and  enlarging  the  sphere  of  employment  and  usefulness,  need  not  be 
portrayed.  The  maritime  nations  in  every  age  have  sedulously  cherished 
their  foreign  commerce.  Regarding  it  as  an  essential  means  of  their  pros- 
perity, they  have  been  careful  to  provide  spacious  and  commodious  har- 
bors for  its  reception,  and  by  the  construction  of  breakwaters,  the  erection 
of  moles  and  piers,  of  light-houses  and  beacons,  and  the  employment  of 
every  device  which  science  or  skill  could  suggest,  to  render  their  ports  easy 
of  access  from  the  ocean,  and  secure  from  the  influence  of  storms.  The 
remains  of  ancient  art  show  how  elaborate  were  the  structures  designed  for 
the  protection  of  harbors  and  the  purposes  of  commerce,  when  the  inter- 
course among  men  was  confined  to  the  tribes  dwelling  upon  the  shores  rsf 
the  Mediterranean.  And  in  more  modern  times,  while  the  commerce  of 
the  world  was  limited  to  the  wants  of  the  rude  and  half-civilized  nations 
of  Europe,  the  cities  of  Venice,  Genoa,  and  Leghorn,  on  the  Mediterra- 
nean, and  the  Hanse  towns  on  the  North  sea,  expended  large  sums  in  im- 
proving the  natural  advantages  of  their  respective  ports.  But  it  is  to 
England  and  France,  at  a  more  recent  period,  that  we  must  look  for  the 
full  expression  of  the  value  placed  by  commercial  nations  upon  safe  and 
convenient  depots  and  resting-places  of  trade. 

On  the  harbor  of  Cherbourg  the  governments  of  France  have  expended 
since  1784  the  sum  of  fifteen  millions  of  dollars,  and  a  further  large  ex- 
penditure will  be  necessary  to  make  it  a  secure  anchorage  ground  for  their 
w.:r  and  mercantile  navies.  The  ports  of  Dunkirk,  Calais,  and  Dieppe, 
though  iheir  commerce  is  inconsiderable,  have  nevertheless  been  improved 
by  the  erection  of  expensive  structures  to  protect  them  from  storms  and 


New  Yo7-k  Harbor  Commission  Reports. 


3 


render  the  approach  to  them  less  difficult.  At  Marseilles,  Havre,  Toulon, 
and  Boulogne,  several  millions  have  been  expended  in  the  formation  of 
artificial  basins  for  the  reception  and  accommodation  of  shipping. 

In  Great  Britain  the  outlay  for  the  improvement  of  harbors  has  been 
still  larger,  nor  has  it  been  confined  to  the  chief  marts  of  commerce.  The 
lesser  ports  of  Hull,  Bristol,  Dover,  and  Ramsgate,  in  England ;  of  Leith, 
Greenock,  and  Dundee,  in  Scotland;  of  Belfist,  Kingstown,  and  Howth, 
in  Ireland,  with  many  others,  have,  through  the  sagacious  policy  of  the 
British  government,  been  improved  by  the  erection  of  costly  works  of  art. 
The  admirable  provision  made  for  the  reception  of  vessels  at  London  and 
Liverpool,  exhibits  the  sedulous  care  with  which  the  commerce  of  Gieat 
Britain  is  cherished,  and  the  importance  attached  to  the  security  and  ac- 
commodation of  her  shipping.  The  docks  of  London  are  basins  excavated 
on  the  margins  of  the  river  Tliames,  varying  in  extent  from  thirty  to  two 
hundred  and  seventy  acres,  protected  by  massive  walls  of  hewn  stone,  and 
fitted  with  every  appliance  for  the  protection  and  the  speedy  lading  and 
discharge  of  cargoes.  The  present  and  proposed  docks  of  London  com- 
prise one  thousand  and  seventy-one  acres  in  extent,  varying  from  sixteen 
to  twenty-five  feet  in  depth,  and  costing  sixty-five  millions  of  dollars.  The 
docks  at  Liverpool  are  constructed  in  the  same  substantial  and  costly 
manner  as  those  of  London.  They  cover  an  area  of  six  hundred  and  ten 
acres,  of  which  one  hundred  and  seventy-four  are  wet  basins,  with  a  quay 
frontage  of  over  fourteen  miles,  exclusive  of  those  recently  constructed  at 
Birkenhead  on  the  opposite  shore  of  the  Mersey.  The  aggregate  amount 
expended  by  Great  Britain  in  the  construction  of  docks  during  th.e  past 
fifty  years,  cannot  be  less  than  two  hundred  millions  of  dollars.  Such 
have  been  the  outlays  for  the  improvement  of  her  harbors  by  the  govern- 
ment and  people  of  Great  Britain,  and  though  they  form  a  serious  tax 
upon  her  commerce,  it  cannot  be  doubted  that  the  expenditure  has  been 
judicious.  Indeed,  works  of  the  same  character  are  now  projected,  in- 
volving the  cost  of  many  millions,  and  which  the  success  of  those  which 
are  completed  and  in  use  seem  to  justify  and  demand. 

But  while  the  experience  of  Great  Britain,  and  every  commercial  nation 
in  Europe,  shows  the  necessity  of  elaborate  and  costly  structures  for  the 
protection  of  commerce,  and  though  it  may  be  affirmed  that  without  them 
many  cities  which  have  risen  to  opulence  and  power  would  still  have  been 
villages  and  hamlets,  or  the  maiket  towns  of  their  neighborhood,  yet  these 
works  constitute  a  very  onerous  tax  upon  the  commerce  which  they  shelter. 
It  is  in  this  respect  that  the  staXe  of  New  York  possesses  advantages  of 
inestimable  value.  Provided  by  nature  with  a  harbor  unrivalled  in  geo- 
graphical position,  in  immediate  proximity  to  the  ocean,  and  sheltered  on 
every  side  from  the  influence  of  storms — of  sufficient  capacity  to  hold  the 
navies  of  the  world,  and  requiring  none  of  the  manifold  contrivances  of 
art  for  the  protection  of  the  ships  that  visit  it — the  state  can  dispe  -sewith 
the  imposition  of  the  charges  Which  are  so  oppressive  on  the  commerce  of 
European  cities. 

It  is  difficult  to  compute  the  injurious  influence  of  high  port  duties,  ex- 
cept by  reference  to  example,  or  to  understand  why  the  imposition  of  a  tax, 
slight  in  comparison  with  the  value  of  a  cargo,  will  deter  a  vessel  from  en- 
tering one  port  and  induce  her  to  seek  another  where  the  charges  are  less 


4 


New  York  Harbor  Commission  Reports. 


onerous.  That  the  course  of  trade  is  often  determined  by  causes  appa- 
rently so  trivial  is  verified  by  the  liistory  of  many  European  cities,  which, 
once  the  marts  of  lucrative  commerce,  now  exhibit  in  their  vacant  docks 
and  tenantless  warehouses  the  destructive  influence  of  excessive  local  taxa- 
tion. During  the  sixteenth  and  seventeenth  centuries,  Holland  possessed  the 
carrying  trade  of  the  world.  The  shipping  of  her  ports  comprised  one  half  of 
the  tonnage  of  Europe,  and  was  nearly  five  times  in  amount  that. of  Great 
Britain.  The  rapid  decline  of  her  commercial  greatness  may  be  attributed 
to  several  causes,  but  the  chief,  by  the  confession  of  her  own  statesmen, 
V^as  the  enormous  taxation  imposed  on  her  trade  to  defray  the  debts  in- 
curred in  her  expensive  wars.  The  city  of  Bristol  affords  a  more  recent 
instance  of  the  fatal  effects  of  excessive  port  charges.  At  the  middle  of 
the  last  century  the  commerce  of  Bristol  was  infierior  only  to  that  of  Lon- 
don, in  magnitude,  but  from  the  injudicious  increase  of  harbor  and  dock 
dues,  it  was  gradually  transferred  to  Liverpool,  and  l^ristol  sank  into  the 
third  or  fourth  rank  of  English  cities.  A  reduction  of  the  tonnage  duties 
at  Amsterdam,  within  the  past  year,  has  been  deemed  of  sufficient  import- 
ance to  cause  a  notification  thereof  throughout  the  commercial  world,  while 
the  beneficial  and  instant  effect  of  a  like  reduction  at  Bristol,  has  elicited  a 
public  expression  of  the  gratitude  of  its  merchants,  to  Mr.  Bright,  who  was 
the  agent  in  effecting  the  salutary  change. 

For  the  annexed  statement  of  the  expenses  to  which  vessels  are  incident 
in  the  ports  of  Europe,  the  commissioners  are  indebted  to  leading  mer- 
chants of  the  city  of  New  York. 

Expenses  incurred  on  a  ship  of  one  thousand  tons  entering  and  clearing 
from  the  following  ports  : 

London   $1,340     I     St.  Petersburgh   S560 

Liverpool   1,300     |     Havre   1,340 

Antwerp   1,250  Leghorn   2,000 

Amsterdam   2,100     |     New  York   240 

It  will  be  seen  by  the  above  statement,  that  the  port  charges  of  New 
York  are  less  than  those  of  either  of  the  great  commercial  cities  mentioned, 
and  that  the  difference  ir  some  instances  is  sufficient  to  constitute  a  satis- 
factory profit  on  a  voyage.  It  will  always  determine,  in  the  absence  of 
controlling  reasons,  the  destination  of  a  vessel,  und  with  the  beneficial  in- 
fluence of  the  warehousing  system,  must  tend  to  the  rapid  increase  of  the 
commerce  of  the  port.  By  virtue  of  the  provisions  of  that  sy.-tem,  foreign 
merchandise  may  be  deposited  in  government  warehuu^es,  free  from  duties 
or  charge  of  any  description,  other  than  for  slorage,  if  exported,  so  that 
cargoes  comprising  the  manufactures  and  products  of  all  nations  may  be 
made  up  on  nearly  as  favorable  terms  as  in  the  several  countries  trom 
which  they  were  imported.  This  system  whicli  was  established  in  England 
in  1803,  has  so  increased  her  foreign  trade  as  to  form  an  era  in  her  com- 
mercial history. 

If  the  port  of  New  York  were  to  be  regarded  simply  as  the  depot  of  the 
surplus  products  of  the  neighboring  states,  vast  as  would  be  its  trade,  and 
swelling  in  magnitude  with  the  gathering  of  every  harvest,  it  would  be 
of  little  comparative  importance  whether  the  imposts  exacted  on  its  ship- 
ping were  moderate  or  expens^ive,  or  whether  they  were  the  necessary  re- 
sults of  an  excessive  system  of  harbor  and  dock  improvements,  or  caused 


Neio  York  Harbor  Commission  Reports. 


5 


by  the  cupidily  of  its  rulers.  But  we  are  not  permitted  to  take  so  narrow 
a  view  of  its  future  greatness.  That  it  will  become,  at  no  distant  period, 
the  first  of  commercial  cities,  may  be  inferred  from  its  natural  advantages 
and  from  its  connection  with  the  great  lakes  by  those  works  of  internal 
navigation  which  so  well  attest  the  enterprise,  and  by  results  already  ob- 
tained, so  nobly  vindicate  the  wisdom  of  the  state,  in  their  construction. 
And  when  we  survey  the  extent  of  fertile  lands  lying  between  the  hikes  on 
the  north  and  the  Ohio  river  on  the  south,  extending  thence  through  the 
still  unpeopled  territoiies  far  beyond  the  Mississippi,  and  reflect  that  the 
products  of  this  vast  region  following  the  channels  made  by  nature  or  the 
enterprise  of  man,  must  flow  to  the  harbor  of  New  York,  it  is  manifest 
that  its  commerce  will  be  greater  than  that  of  any  city  in  ancient  or  in 
modern  times,  that  it  must  become  the  centre  of  trade  and  exchanges,  the 
storehouse  and  metropolis  of  the  commercial  world. 

That  these  conclusions  are  not  erroneous,  but  the  sound  deductions  from 
the  cau-es  which  have  been  alluded  to,  the  continuous  and  rapid  increase  of 
the  commerce  of  the  port  sufficiently  confirms. 

The  following  statement  exhibits  the  commerce  of  New  York,  since  1G97  : 


YEAES. 

IMPOBTS. 

EXPORTS. 

YEAKS. 

IMPOETS. 

EXPORTS. 

1697.... 

$22,895 

850,465 

j  1793... 

(destroyed  by  fire) 
((  (( 

§2,934,370 

1703.... 

87,810 

37,355 

i  1803. . . 

10,818,387 

1713.... 

232,350 

72,140 

1'  1813... 

8,185,494 

1723.... 

265,065 

139,960 

j  1823.. . 

$30,601,455 

21,089,696 

1733.... 

327,085 

58,130 

J  1833. . . 

60,944,044 

24,723,903 

1743.... 

672,435 

75,335 

1843. . . 

50,308,526 

23,440,326 

1753.... 

1,389,320 

202,765 

1853... 

178,270,999 

78  206,290 

1763.... 

1,192,800 

269,990 

1854. . . 

195,427,933 

122,534.446 

1773.... 

1,446,060 

381,230 

1  1855. . . 

164,776,511 

113,731,238 

1783.... 

2,735,660 

417,065 

The  annual  arrivals  and  clearances  were : 


ARRIVED. 

CEEARED. 

ARRIVED. 

CliEARED. 

YEARS. 

TONS. 

TONS. 

YEARS. 

TONS. 

TONo. 

1762  

19,514 
25,539 
29,132 

1821  

171,963 
337,009 
549,025 
1,624,052 
1,919,313 

154,472 
294,235 
407,325 
1,234,235 
1,528,104 

1770  

1831  

1772  

1841  

1800  

1851 

1854  

Tlie  official  returns  of  the  registered  and  enrolled  tonnage  of  the  port 
exhibits  a  similar  remarkable  increase  : 


YEARS. 

VESSELS. 

1 

TONS. 

YEARS. 

VESSELS. 

TONS. 

1687  

35 
99 
157 
returns 

1,500 
4,513 
6,406 
burnt  up. 
146,442 
268,543  I 

1821  

236,178 
286,438 
438,014 
931,193 
1,288,234 

1747  

1831  

1749  

1841  

1789  

1851  

1800  

1855  

1820  

6        ,       New  York  Harbor  Commission  Reports. 


It  is  evident  from  an  examination  of  the  following  tables,  that  the  port  of 
New  York  is  gradually  absorbing  the  foreign  trade  of  the  United  States. 
It  will  be  seen  that  during  the  colonial  period  the  larger  proportion  of  the 
commerce  with  Great  Britain,  was  with  the  Southern  ports,  but  that  since 
1800,  and  more  especially  since  1830,  the  commerce  of  New  York  has  so 
rapidly  increased  as  to  indicate  the  ultimate  centralization  of  the  foreign 
trade  of  the  continent  at  that  point. 

The  following  table  shows  the  commerce  of  the  colonies  therein  named 
with  Great  Britain,  from  1754  to  1779,  inclusive  : 


IMPORTS. 

EXPORTS. 

$49,686,915 

89,504,610 

50,772,760 

50,613,935 

37,367,390 

6,094,765 

Relative  Increase  of  the  Commerce  of  the  Principal  Ports  of  the  United  States 
during  the  j^ast  ticenty-four  years. 


1830. 

1850. 

1854. 

EXPORTS.  IMPORTS. 

EXPORTS. 

IMPORTS. 

EXPORTS. 

IMPORTS. 

Philadelphia 
Baltimore . . 
Charleston. . 
NewOrleans 
New  York. . 

Total .... 

$5,180,178  $8,348,653 
4,291,793  8,702,122 
3,791,482  4,533,866 
7,627,031'  1,054,619 
15,488,692  7,599,083 
17,666,6241  38,656,054 

$9,342,336 
4,501,606 
6,%7,353 
11,447,800 
38,105,350 
38,661,517 

$29,589,013 
12,066,154 
6,124,201 
1,933,785 
10,760,499 
103,259,508 

$20,256,917 
10,104,416 
11,782,632 
11,955,016 
60,931,852 

113,731,238 

$46,480,444 
21,359,306 
6,787,522 
1,711,385 
14.422,154 
164,776,511 

$73,849,508  $70,876,920  $136,946,912 

1  1 

$178,138,318 

$275,156,846 

261,382,960 

The  following  statements  are  submitted  to  show  the  relative  increase  of 
the  foreign  commerce  of  Great  Britain,  the  most  prosperous  commercial 
nation  of  Europe,  with  that  of  the  United  States. 


Tonnage  of  Arr  ivals  from  Foreign  Countr  ies  in  all  tlie  2^orts  of  Great  Britain^  and 
in  all  the  ports  of  the  United  States. 


Increase 

Incx-eaae 

YEARS. 

Great  Britain. 

over 

United  States. 

over 

tonnage 

tonnage 

of  1830. 

of  1830. 

tona. 

per  cent. 

tons. 

per  cent. 

1830  

2,739,894 

1,099,027 

1835  

2,952,894 

"'^  , 

1,993,963 

"  "8i 

4,105,207 

2,289,309 

109 

5,023,588 

80  j 

2,946,049 

177 

1350  

6,113,696 

123  ! 

4,348,639 

295 

1851  

6,988,233 

155  1 

4,993,440 

354 

1852  

6,730,169 

145  ! 

5,292.880 

381 

1853  

7,797,550 

177 

6,281,943 

472 

7,899,742 

188  1 

5,884,339 

435 

Nxiw  York  Harbor  Commission  Reports. 


7 


The  following  statement  shows  the  relative  amount  of  tonnage  engaged 
in  the  foreign  trade  of  the  United  States  to  that  of  Great  Britain; 


1830  Proportionate  tonnage  of  arrivals  in  the  United  States,  40  per  cent. 


1835 

do. 

do. 

do. 

do. 

68 

do. 

1840 

do. 

do. 

do. 

do. 

56 

do. 

1845 

do. 

do. 

do. 

do. 

59 

do. 

1850 

do. 

do. 

do. 

do. 

70 

do. 

1851 

do. 

do. 

do. 

do. 

71 

do. 

1852 

do. 

do. 

do. 

do. 

78 

do. 

1853 

do. 

do. 

do. 

do. 

78 

do. 

1854 

do. 

do. 

do. 

do. 

75 

do. 

TONNAGE  OF 


YEARS. 

Great  Britain. 

United  States. 

tons. 

2,328,807 
3,400,809 

tons. 

1,423,110 
3,154,041 
4,802,902 

The  arrivals  at  the  ports  of  London  and  New  York,  from  foreign  coun^ 
tries,  were,  in 

1824,  at  London   871,204  tons,     at  New  York   353,769  tons. 

1834,     do   951,756  tons,     at     do   444,904  tons. 

1844,     do   1,361,809  tons,     at     do   593,373  tons. 

1854,     do   2,667,823  tons,     at     do  1,919,313  tons. 

The  tonnage  belonging  to  the  port  of  London  and  New  York,  was,  in 

1842,  London   625,365  tons,  New  York   440,934  tons- 

1846,      do    630,738  tons,      do   532,513  tons. 

1854,     do    do   1,171.265  tons- 

Imports  and  exports  into  and  from  Great  Britain  : 


YEAES. 

IMPOETS. 

EXPORTS. 

TEARS. 

mPOBTS. 

EXPORTS. 

1801  

£31,786,262 
30,792,760 
49,713,889 

£24,927,684 
40,831,744 
60,683,933 

1841  

£64,377,962 
75,281,958 

£100,260,101 
134,599,116 

1821  

1845  

1831  

Imports  and  exports  into  and  from  the  United  States  : 


YEARS. 

IMPORTS. 

EXPORTS. 

YEARS. 

IMPORTS. 

EXPORTS. 

1802  

$76,333,333 
62,585,724 
103,191,124 
127,946,177 

$72,483,161) 
64,974,382 
81,310,583 

121,851,803 

1845  

$127,254,564 
178,138,318 
305,780,253 

$114,406,616 
121,898,720 
316,403,634 

1821  

1850  

1831  

1841..  

1854  

The  following  table  exhibits  the  relative  increase  of  the  population  of 
the  city  of  New  York,  and  the  towns  on  the  harbor,  with  that  of  the  prin- 
cipal commercial  cities  of  the  United  States  : 


8 


New  Yorh  Harbor  Com  il^sion  Reports. 


1 

 . 

Increase 

1800. 

1820. 

1830. 

1840. 

1850. 

from  1840 



to  1850. 

pG"*  C6nt 

24,027 

43,298 

61,392 

93,383 

136,881 

46  * 

"PVi  "i  1  fi  rl  a1  x\)r\  i  q 

108  116 

167  188 

oo 

Baltimore  

26,614 

62J38 

80,' 625 

102,3131 

169,054 

65 

Charleston  

18,712 

24,480 

30,289 

29, 261 1 

42,985 

46 

27,176 

46,310 

102,193| 

116,375 

16 

Brooklyn   ! 

Williamsburg  j 

63,787 

130,881 

216,669 

354,623 

650,021 

82 

The  commissioners  refrain  from  computing  the  prospective  increase  of 
the  commerce  of  New  York,  because  any  conjectures  based  upon  the  past 
will  appear  extravagant.  They  will  therefore  content  themselves  with 
stating  that  estimates  of  the  future,  whether  founded  on  the  tonnage  of 
arrivals,  on  the  registered  and  enrolled  tonnage  of  the  port,  the  value  of  the 
annual  importations,  or,  on  the  wider  basis  of  the  commerce  and  popula- 
tion of  the  United  States,  indicate  so  great  an  increase  within  the  succeed- 
ing thirty  years  as  to  justify  the  assumption  that,  before  that  period  will 
elapse,  New  York  will  surpass  any  city  of  the  globe  in  the  volume  of  its 
trade  and  the  amount  of  its  tonnage. 

But,  independent  of  the  local  advantages  which  have  been  mentioned, 
the  sure  guarantee  of  the  commercial  supremacy  of  New  York,  and  the 
unfailing  source  of  its  prosperity  and  greatness,  are  to  be  found  in  the  in- 
ternal connection  which  has  been  established  by  means  of  canals  and  rail- 
roads with  the  West.  The  area  which  will  be  tributary  to  New  York, 
when  the  Erie  canal  shall  have  been  enlarged,  embraces  800,000  square 
miles.  Unsurpassed  in  fertility  of  soil,  with  a  genial  climate,  and  abound- 
ing in  the  useful  metals,  it  holds  forth  attractions  for  occupancy  and  cul- 
ture beyond  any  other  region  on  the  continent.  Of  this  vast  territory 
there  were  in  1850,  but  forty  millions  of  acres  in  cultivation,  yet  their 
cereal  products  alone  were — 

Wheat   60, 000, 000  bushels. 

Eye   5,000,000  " 

Corn   260,000,000 

Oats   70,000,000  " 

Total   395,000,000  " 


It  has  been  the  object  of  the  most  strenuous  eftbrts  of  Canada,  and  the 
neighboring  Atlantic  states,  to  divert  the  trade  of  the  West  to  their  respec- 
tive ports.  Canada,  aided  by  the  government  of  Great  Britain,  and  the 
states  of  Massachusetts,  Pennsylvania,  and  Maryland,  have  each  expended 
large  suras  in  the  construction  of  canals  and  railroixds  for  this  purpose,  but 
with  little  other  effect  than  the  benefit  derived  from  increasing  the  means 
of  communication  within  their  own  borders.  The  products  of  the  West  still 
flow  through  the  Eric  canal,  and  over  the  railroads  of  the  state,  increas- 
ing every  year  in  volume,  augmenting  the  wealth  of  the  state,  and  giving 


New  York  Harbor  Commission  Reports. 


9 


lucrative  employment  to  her  citizens.  By  the  computations  of  Mr.  Mc- 
Alpine,  the  late  state  engineer,  contained  in  his  able  and  elaborate  rep(n*t 
to  the  legislature  in  1854,  the  tonnage  from  the  Western  states  passing 
through  the  canals  of  the  St.  Lawrence  is  7  per  cent.,  of  Pennsylvania  is 
7  per  cent ,  Baltimore  and  Ohio  Railroad  is  3  per  cent,  of  the  tonnage  from 
the  West  passing  through  the  Erie  canal. 

The  tonnage  of  agricultural  products  which  arrived  on  the  Hudson 
river  from  the  interior,  during  the  years  1835,  1840,  1845,  1850,  and 
]  854,  was  as  follows : 


YEARS. 


1835,  by  Erie  and  Champlain  canals,  . 
1840,       do,  do.  do. 

1845,       do.  do.  do, 

1850,       do.  do.  do. 

1854,       do.  do.  do. 

Do.  by  Central  Eailroad  

Do.  by  New  York  and  Erie  Kaikoad. 


2,223,743 
328,186 
383,734 


753,061 
669,011 
1,204,915 
1,850,247 


2,935,713 


It  was  then,  with  the  conviction  of  the  state  and  national  importance  of 
preserving  the  harbor  of  New  York  in  all  its  noble  dimensions  and  great 
capacities  from  further  encroachments,  that  the  commissioners  entered 
upon  the  discharge  of  their  duties.  The  legislature  had  directed  them  to 
employ  skilful  persons  to  make  the  necessary  surveys  and  examinations  of 
the  harbor  and  the  ac^acent  lands.  The  distinguished  ability  with  which 
Professor  Bache  had  conducted  the  survey  of  the  United  States  coast,  the 
high  character  which  that  work  had  attained  under  his  superintendence, 
for  exactness  of  observation  and  scientific  precision,  excelling  in  these  re- 
spects similar  works  undertaken  by  European  governments,  and  his  thorough 
acquaintance  with  the  laws  which  govern  the  movement  of  tidal  currents, 
induced  the  commissioners  to  apply  to  the  general  government  for  his  co- 
operation and  assistance.  It  was  also  desirable,  in  order  to  secure  perfect 
accuracy,  that  the  hydrographic  surveys,  the  soundings  and  current  obser- 
vations, should  be  made  by  persons  accustomed  to  those  duties,  and  such 
could  best  be  found  among  the  accomplished  officers  attached  to  the  coast 
survey.  It  seemed  proper,  too,  in  view  of  the  importance  of  preserving 
unimpaired  the  navigation  of  tlie  chief  port  of  entiy  of  the  United  States, 
that  the  expenses  incident  to  a  survey  of  the  harbor,  should  be  borne  in 
part  by  the  general  government,  if  not  by  a  direct  appropriation  from  the 
treasury,  by  the  use  of  the  necessary  instruments  and  vessels.  For  these 
reason,  the  commissioners,  immediately  after  their  appointment,  repaired 
to  Washington  to  communicate  to  the  President  of  the  United  States  the 
nature  of  their  duties,  and  to  solicit  the  aid  of  the  federal  government  in 
their  discharge  On  their  arrival  at  ^\''ashington,  they  waited  on  Mr. 
Marcy,  the  Secretary  ot  State,  who,  on  introducing  them  to  the  President, 
expressed  in  favorable  and  earnest  terms,  his  opinion  of  the  importance  of 
the  object  which  the  legislature  had  in  view  in  the  appointment  of  the 


10 


Neiv  York  Harbor  Commission  Beports. 


commi>sion,  and  the  duty  of  the  general  government  to  render  such  assis- 
tance as  miiijht  properly  be  granted.  The  President  replied  that  he  was 
fulh  aware  of  the  importance  to  the  government,  and  to  the  couimercial 
and  naval  interests  of  the  country,  that  the  harbor  of  New  York  should 
be  free  from  obstructions  to  its  navigation,  and  that  he  would  cordially  ex- 
ercise his  power  to  further  the  objects  in  view,  so  far  as  was  compatible 
with  the  uninterrupted  progress  of  the  coast  survey,  and  that  he  might 
present  the  subject  to  the  superintendent  of  the  survey,  then  in  Florida,  be 
requested  the  commissioners  to  submit  their  views  in  writing.  They  ac- 
cordingly addressed  to  him  the  following  letter  : 

To  his  Excellency  Franklin  Pierce,  President  of  the  United  States — 

Sir:  The  undersigned,  commissioners  appointed  by  virtue  of  an  act  of 
the  legislature  of  the  state  of  New  York,  entitled,  "  An  act  for  the  ap- 
pointment of  a  commission  for  the  preservation  of  the  harbor  of  New 
York  from  encroachments,  and  to  prevent  obstructions  to  the  necessary 
navigation  thereof,"  a  copy  of  which  act  is  herewith  enclosed,  are  in  this 
city  for  the  purpose  of  asking  the  general  government  to  co-operate  with 
the  said  commissioners. 

Considering  the  importance  of  tne  subjects  of  inquny  embraced  within 
the  act,  to  the  commercial  and  naval  interests  of  the  whole  country,  as 
well  as  to  the  state  of  New  York,  and  the  interests  which  the  general 
government  has  in  questions  so  likely  to  affect  the  national  property,  and 
works  in,  and  connected  with  that  harbor,  we  would  respectfully  ask  that 
such  hydrographical  and  other  engineers  in  the  employment  of  the  govern- 
ment, as  may  be  deemed  necessary  for  the  purpose,  may  be  detailed  to  aid 
us  in  making  such  surveys,  examinations,  and  scientific  observations,  :n  the 
said  harbor  and  its  dependencies  as  are  contemplated  by  the  act  creating 
the  commission. 

Very  respectfully  your  obedient  servants, 

Geo.  W.  Patterson, 
Preston  King, 
John  Vanderbilt, 
John  L.  Talcott, 
Washington,  April  24,  1855.  James  Bowen. 

On  the  return  of  the  commissioners  to  New  York,  Captain  Benham, 
assistant  in  charge  of  the  coast  survey  office,  accompanied  them  in  a  tour 
around  the  harbor,  and  made  valuable  suggestions  in  regard  to  structures 
then  in  course  of  erection,  and  indicated  the  lines  in  the  river  that  ought 
not  to  be  transgressed.  At  a  subsequent  visit  of  two  of  the  commission- 
ers, to  Washington,  they  had  an  interview  with  Professor  13afhe,  and  they 
were  gratified  to  learn  from  him  the  interest  he  felt  in  the  prosecution  of 
the  survey  and  his  readiness  to  superintend  and  direct  it.  On  the  13th  of 
June,  the  following  letters  were  received  from  the  ^resident : 

Washington,  June  12,  1855. 
Gentlemen  :  Your  letter  of  the  24tli  of  April  last  was  referred  by  me 
to  Professor  Bache,  for  the  purpose  of  ascertaining  whether  a  compliance 
with  your  wishes  would  seriously  interfere  with  the  usual  operations  of  the 


New  York  Harbor  Gommission  Reports. 


11 


coast  sui-vey.  A  copy  of  the  letter  of  Professor  Bache  is  herewith  en- 
closed. His  suggestions  meet  with  ray  entire  approval,  and  the  facilities 
will  be  afforded  and  the  services  rendered  as  proposed. 

Very  respectfully  your  obedient  servant, 

Franklin  Pierce. 

Hon.  G.  W.  Patterson, 
Preston  King, 
John  Vanderbilt, 
John  L.  Talcott, 
James  Bowen, 

Commissioners, 

Coast  Survey  Office,  t7w??e  9,  1855, 
Dear  Sir  :  In  reference  to  the  application  of  the  commissioners  of  the 
state  of  New  York,  which  you  have  done  me  the  honor  to  refer  to  me, 
and  after  conference  with  them  to  ascertain  their  views  as  to  the  assist- 
ance to  be  rendered  by  the  government  in  the  matters  of  the  harbor,  I 
would  suggest  that  they  be  informed  that  the  superintendent  of  the  coast 
survey  has  been  requested  to  aid  them  by  the  information  to  be  derived 
from  the  public  records,  and  by  his  own  advice  and  services  and  that  of  the 
officers  of  the  survey,  and  of  the  instruments  and  other  appliances  of  the 
work,  so  far  as  can  be  done  without  detriment  to  the  regular  duties  and 
operations  of  the  coast  survey. 

Very  respectfully  yours, 

A.  D.  Bache. 

His  Excellency  Franklin  Pierce, 

President  U.  S\ 

Soon  after  the  receipt  of  the  foregoing  letters,  Professor  Bache  visited 
New  York  and,  in  company  with  the  commissioners,  made  a  general  recon- 
noissance  of  the  harbor,  and  the  adjacent  waters,  preliminary  to  the  com- 
mencement of  the  survey.  On  the  20th  June,  the  board  passed  the 
following  resolutions,  as  expressive  of  the  objects  the  commissioners  had  in 
view  : 

Whereas,  the  President  of  the  United  States,  on  the  application  of  this 
commission,  has  authorized  Professor  Bache  to  grant  such  assistance  in 
the  survey  of  the  harbor  of  New  York  as  may  be  consistent  with  the  gen- 
eral progress  of  the  coast  survey  ;  and 

Whereas,  Professor  Bache  has  expressed  his  readiness  to  comply  with 
the  desire  of  this  commission,  and  to  furnish  a  sufficient  number  of  engi- 
neei-s  together  with  the  necessary  instruments  and  appliances  to  make  the 
surveys  and  examinations  contemplated  by  the  law  creating  the  commis- 
sion, and  to  superintend  and  direct  the  same  :  therefore 

Resolved,  That  Professor  Bache,  be,  and  he  is  hereby  respectfully  request- 
ed to  detail,  as  soon  as  may  be,  such  officers  and  engineers  as  he  may  deem 
necessary  to  make,  under  his  superintendence,  accurate  surveys  of  the 
shores  of  the  harbor  of  New  York,  to  take  such  soundings  in  the  said  har- 
bor and  observations  of  the  currents  therein,  as  will  enable  this  commis- 
sion to  present  to  the  legislature  an  accurate  map  of  the  harbor  of  New 
York  and  the  adjacent  lands,  in  accordance  with  the  requirements  of  the 
act  of  March  30,  1855,  chap.  121. 


12 


New  YorJc  Harbor  Commission  Beporti 


In  reply  to  a  note  enclosing  the  above  resolution,  the  following  letter 
was  received  from  Professor  Bache  : 

New  York,  June  23,  1855. 
Deau  Sir  :  I  have  to  acknowledge  the  receipt  of  your  note  enclosing 
the  preamble  and  resolutions  of  the  commissioners  on  harbor  encroach- 
ments, requesting  me  to  make  arrangements  for  a  survey  of  the  harbor  of 
New  York  and  the  adjacent  lands  by  parties  of  the  coast  survey,  under 
authority  given  by  the  President  of  the  United  States  and  Secretary 
of  the  Treasury. 

In  compliance  with  the  request  of  the  commissioners,  I  have  already 
commenced  the  necessary  arrangements  by  the  detail  of  officers  and  the 
assignment  of  vessels  and  other  appliances  for  the  surveys,  and  will  com- 
plete all  the  preliminaries  in  the  course  of  next  week. 

I  shall  endeavor  so  to  organize  the  work  as  to  complete  at  least  the 
shore  line  and  most  essential  hydrography  by  next  November,  so  that  it 
may  be  accurately  mapped  in  the  ofhce,  presenting  also,  if  practicable,  in 
time  for  your  report  to  the  legislature  next  winter,  the  topography  of  the 
immediate  shores. 

Should  the  commissioners  desire  special  arrangements  in  regard  to  any 
part  of  the  details  of  the  work,  I  will  be  obliged  by  their  communicating 
their  wishes  to  me,  that  I  may  give  the  necessary  directions  to  the  several 
parties. 

As  soon  as  the  necessary  arrangements  are  completed  I  will  report  them 
to  the  commissioners. 

Very  respectfully  yours, 

A.  D.  Bache. 

G.  H,  BouGHTON,  Esq., 

Secretary  Commission  on  Harbor  Encroachments. 

1.  On  the  9th  July,  Professor  Bache  reported  to  the  commissioners 
that  he  had  detailed  Edw^ird  Blunt,  Esq.,  assistant  U.  S.  coast  survey, 
assisted  by  C.  P.  Bolles,  and  Lieut.  Seward,  U.  S.  A.,  as  a  triangulation 
party,  to  furnish  the  distances  between  the  most  important  points,  to  ascer- 
tain their  latitudes  and  longitudes,  and  the  azimuth  or  astronomical  bear- 
ings of  the  lines.  Subsequently,  Assistant  John  Rockwell  was  added  to 
this  party. 

2.  A  plane  table  party  under  the  charge  of  F.  H.  Gerdes,  Esq.,  assist- 
ant U.  S.  coast  survey,  to  be  engaged  in  New  York  city,  Brooklyn, 
Jersey  City,  and  in  the  East  river  and  Long  Island  sound,  to  Throg's 
Neck. 

3.  A  plane  table  party  under  the  charge  of  Richard  D.  Cutts,  Esq., 
assistant  U.  S.  coast  survey,  to  be  engaged  on  Staten  Island  and  the  ad- 
jacent shores. 

4.  A  plane  table  party  under  the  charge  of  A.  M.  Harrison,  Esq., 
assistant  II.  S.  coast  survey,  to  be  engaged  at  Sandy  Hook  and  the  vi- 
cinity, and  on  the  north  shore  of  Raritan  bay. 

5.  A  hydrographic  party  under  the  command  of*  Lieut.  Commanding  T. 
A.  Craven,  U.  S.  N.,  assistant  coast  survey,  having  the  use  of  the  U.  S. 
steamer  Corwin,  and  I  J.  S.  schooner  Madison,  Lieut.  Truxton,  to  survey 
the  East  river.  Long  Island  sound  to  Throg's  Neck,  the  upper  and  lower 
bays  and  approaches. 


New  York  Harbor  Commission  Beports. 


13 


6.  A  hydrographic  party  under  the  command  of  Lieut.  Commanding 
Richard  Wainwriglit,  U.  S.  N.,  assistant  coast  survey,  having  the  U.  S. 
schooner  Nautilus  for  the  use  of  the  party,  to  survey  Hudson  river  from 
Yonkers  to  the  city  inclusive,  and  Harlem  river. 

Professor  Bache  further  reported  that  the  above-mentioned  parties,  offi- 
cered from  the  coast  survey,  were  all  furnished  with  the  vessels  needed, 
instruments  and  other  appliances,  and  that  only  the  contingent  expenses 
and  such  extra  expenses  as  might  be  incurred  by  the  officers  would  be 
charged  to  the  commissioners. 

The  amount  and  character  of  the  work  accomplished  reflect  the  highest 
(Ttxlit  on  the  gentlemen  employed.  By  reference  to  the  report  of  Profes- 
^o,■  IViche,  herewith  submitted,  it  will  be  seen  that  the  triangulation  exe- 
cuti3d  by  Assistant  Edmund  Blunt,  with  the  aid  of  Assistants  Lieut. 
Seward,  TJ.  S.  A.,  C.  P.  Bolles,  and  John  Rockwell,  between  the  20th  of 
June,  and  30th  of  October,  embraced  an  area  of  four  hundred  and  thirty- 
four  square  miles,  "  that  one  hundred  and  thirty-eight  stations  have  been 
occupied,  and  fifteen  hundred  and  eighty-nine  series  of  observations  made, 
consisting  of  ten  thousand  three  hundred  and  ninety-seven  observations. 
This  presents  an  amount  of  work  almost  unprecedented.  With  great 
practical  skill  it  has  been  made  of  the  character  exactly  required  so  as  to 
lose  no  time  by  aiming  at  arrangements  of  triangles  inappropriate  to  the 
circumstances  of  the  case."  Professor  Bache  had  sujiposed  that  but  little 
triangulation  would  be  necessary  when  he  detached  Mr.  Blunt  and  his  as- 
sistants to  that  duty,  but  he  states  in  his  report  that  "  he  soon  found  that 
all  Mr.  Blunt' s  ability  and  skill  would  be  required  to  keep  the  parties  de- 
pending on  him  for  points,  at  work.  The  changes  in  the  neighborhood  of 
the  city  were  such  that  not  only  most  of  the  station  points  which  had  been 
previously  established  by  the  C.  S.  were  lost  by  occupation,  by  buildings 
and  the  like,  but  the  lines  were  interrupted  in  the  same  way,  or  by  orna- 
mental trees.  Hills  had  been  cut  down  and  radical  changes  of  all  sorts 
had  been  made  so  as  to  render  almost  an  entire  new  triangulation  indis- 
pensable." 

The  amount  and  accuracy  of  the  work  of  the  plane  table  parties  under 
the  direction  of  Assistants  Gerdes,  Harrison,  Gilbert,  and  Wadsworth,  are 
equally  creditable  to  their  industry  and  skill. 

The  limits  of  the  topographical  sheets  executed  by  Assistant  Gerdes, 
will  be  seen  by  reference  to  his  report,  appended  to  that  of  Professor 
Bache.    The  statistics  of  the  work  of  Mr.  Gerdes  are  as  follows  : 

117  miles  of  shore  lines. 
20    "     shore  lines  of  wharves. 
'*  roads. 

"     streets  measm'ed. 
65^        area  of  square  miles. 

In  addition  to  the  topography  of  the  shores  of  the  East  and  North 
rivers,  of  Harlem  river  and  Hellgate,  with  which  Mr.  Gerdes  was 
charged,  he  has  prepared  a  map  of  the  city  and  county  of  New  York, 
which  ti  e  commissioners  have  reason  to  believe  is  the  only  accurate  one 
that  has  ever  been  executed. 

Assis;ant  A.  M.  Harrison  was  charged  with  the  topography  of  Sandy 
Hook  and  of  tlu  .-bores  of  Shrewsbury  river,  of  Sandy  Hook  bay  and  of 
Raritan  bay.    The  details  of  his  work  are  as  follows  : 


14 


New  York  Harbor  Comnission  Reports. 


49  miles  of  shore  lines. 
6^       of  roads. 
2     "of  area. 

In  Mr.  Harrison's  annexed  report  there  will  be  found  interesting  par- 
ticulars in  regard  to  the  washing  away  of  the  south  shore  of  Raritan 
bay  Mr.  Harrison  was  assisted  in  the  discharge  of  his  duties  by  Mr  P. 
R.  Hanley, 

Assistant  Gilbert's  report,  which  is  also  annexed,  contains  a  narrative 
of  his  progress,  and  exhibits  the  details  of  his  work.    They  are 

178  miles  of  shore  Hnes. 
67    "     of  roads. 
46  square  miles  of  area. 

Mr.  Gilbert  mentions  in  very  favorable  terms  the  efficiency  of  his  assist- 
ant, Mr.  M.  Seaton,  whose  work  comprised 

25  miles  of  roads. 
10     "    of  outhne  of  marsh. 
6  square  miles  of  area. 

To  Assistant  R.  D.  Cutts  was  committed  the  topography  of  Staten  Island 
and  its  vicinity,  up  to  Jersey  City,  but  soon  after  he  had  entered  upon  that 
duty  he  was  relieved  to  join  the  commissioners  under  the  treaty  between 
the  United  States  and  Great  Britain,  relative  to  the  fisheries  of  the  coast, 
and  Assistant  A.  S.  Wadsworth  was  detailed  as  his  successor.  The  work 
of  Mr.  Wadsworth,  executed  between  the  10th  of  August  and  1st  Novem- 
ber, extended  on  the  New  Jersey  shore  from  Jersey  City  to  Constables 
Point,  and  on  Staten  Island  from  the  Quarantine  to  Newark  bay,  the 
shores  of  Newark  bay  to  the  mouths  of  the  Passaic  and  Hackensack 
rivers,  and  comprised  fifty  miles  of  shore  lines. 

Mr.  Wadsworth  and  his  party  are  still  at  work  completing  the  shores 
of  the  Great  Kills. 

The  hydrography  of  the  East  river,  the  upper  and  lower  bays,  has  been 
executed  by  the  party  under  command  of  Lieut.  Commanding  T.  A. 
Craven,  in  the  U.  S.  steamer  Corwin,  and  U.  S.  schooner  Madison,  Lieut. 
Truxton.  The  following  statement  exhibits  the  enormous  amount  of 
work  that  has  been  accomplished  by  this  party  : 


Area  surveyed,  square  mUes   40 

Miles  of  soundings   1,967 

Number  of  angles  measured   5,132 

Number  of  soundings   74, 050 

Greatest  depth  of  water   20  fathoms 

Least        "    1 

Tides  observed,  stations   5 


Operations  commenced,  July  1st. 
**        discontinued,  Nov.  10th. 

Twenty- five  current  stations  were  occupied  and  full  sets  of  observations 
made  at  them. 

Lieut.  Commanding  Wainwright  in  the  U.  S.  schooner  Nautilus,  has, 
with  his  party,  accomplished  proportionate  results.  The  details  of  his 
work  are  as  follows  :  » 


Neio  York  Harbor  Commission  Beports.  15 


MUes  of  soundings   388 

Angles  observed   4,311 

Soundings   28,259 

Current  stations  occupied   12 

Tidal                    **    5 


Lieut.  Wainwright  has  completed  the  hydrography  of  the  Hudson 
river,  from  Glen  wood,  one  mile  north  of  Yonkers,  to  opposite  Castle  Gar- 
den, New  York,  the  Kill  Van  Kull,  Newark  bay,  and  Staten  Island 
sound. 

The  reports  of  Lieutenants  Craven  and  Wainwright  are  not  appended, 
inasmuch  as  they  are  confined  to  an  enumeration  of  the  soundings,  angles, 
tidal  observations,  &c. 

Among  the  results  alread}^  obtained  by  the  survey,  is  the  discovery  or 
development,  by  Lieut.  Commanding  Craven,  of  a  shoal  in  the  pathway  of 
vessels  entering  and  leaving  the  port-  The  existence  of  the  shoal  is  claim- 
ed to  have  been  known  by  some  of  the  pilots,  though  the  great  majority 
were  ignorant  of  it,  and  none  knew  its  extent  and  exact  locality  ;  nor  had 
any  information  respecting  it  ever  been  published.  It  lies  in  the  ship  chan- 
nel, south  of  Staten  Island  light.  It  is  1509  feet  in  length  and  492  feet 
broad,  and  is  in  eighteen  feet  soundings  at  low  water.  While  the  maxi- 
mum tonnage  of  vessels  was  00  tons,  this  shoal  was  no  obstruction  to 
navigation,  but  since  ships  have  been  enlarged  to  2,000  and  2,500  tons, 
and  steamers  to  3,000  and  5,000  tons,  with  a  constant  tendency  to  further 
increase,  the  discovery  of  Lieut.  Craven  is  of  very  great  and  practical  im- 
portance. It  may  be  affirmed  that  the  ascertainment  of  the  precise  locality 
of  this  shoal  is  alone  abundant  compensation  for  the  labor  that  has  been 
expended  in  the  survey  of  the  harbor. 

The  aggregate  amount  of  work  executed  by  the  several  parties  is  as 
follows : 

In  triangulation  : 


Number  of  observations   10,397 

Series             "    1,589 

Number  of  stations  occupied   138 

Area  in  square  miles.   434 

In  topography  : 

Extent  of  shore  line   394  miles 

roads   73 1  " 

"       shore  line  of  wharves   20  " 

Area  in  square  miles   1132 

In  hydrography : 

Number  of  soundings   102,309 

"         miles  of  soundings   2,355 

'*         angles  measured   9,443 

"         current  stations   37 

tidal         "    10 


The  maps  prepared  for  the  commissioners  were,  fir-i,  a  comparative 
map  of  the  harbor  and  approaches,  delineating  by  diftorent  colored  lines 
the  surveys  made  by  the  coast  survey  in  th«  years  1835,  1848,  and  1853, 
and  exhibiting  the  changes  which  had  occurred  in  the  depth  of  water,  the 


16 


New  York  Harbor  Commission  Beports. 


direction  of  the  currents,  and  the  formation  and  displacement  of  shoals. 
The  value  of  this  map  is  illustrated  by  the  notes  of  Professor  Bache,  ap- 
pended to  Lis  report  herewith  submitted. 

A  map  of  the  city  of  New  York  and  island  of  Manhattan,  prepared  by 
Mr.  Gerdes,  and  on  which  is  laid  down  for  the  first  time  with  accuracy, 
the  streets  and  localities  of  Ne  w  York — scale  1-10000. 

Also  the  following  topographical  maps :  East  river  from  Brooklyn  to 
Hellgate ;  East  river  from  Ward's  island  to  Throg's  Neck  ;  North  river 
from  Jersey  City  to  Gutenberg,  N.  J.  ;  from  Gutenberg  to  Tubby  Hook ; 
from  Spuyten  Duyvil  to  Yonkers  ;  Bellows  and  Ellis  islands. 

The  above  maps  prepared  by  Mr.  Gerdes  on  a  scale  of  1-10000. 

New  York  bay  from  Gowanus  bay  to  Bath,  Long  Island  ;  Coney  island, 
Rockaway  beach  to  Hogg  island  inlet ;  by  S.  A.  Gilbert,  the  first  on  a 
scale  of  1-10000,  the  second  on  a  scale  of  1-20000. 

Jersey  City  to  Caren  Point,  N.  J.  ;  Caren  Point  to  Sailors'  Snug  Har- 
bor, Staten  Island  ;  Stat  en  Island,  from  New  Brij^hton  to  Great  K^Us  ; 
Karitan  bay  from  Great  Kills  to  AYard's  Point ;  Kilvan  KuU  and  Newark 
bay;  Elizabethpoi-t  to  Rahway  river;  Rahway  river  to  \Voodbri'lge  ; 
prepared  by  A.  S.  Wadsworth  on  a  scale  of  l-lOOOO. 

Woodbi  ldge  to  Perth  Amboy ;  by  J.  H.  Adams,  scale  1-10000. 

Shore  line  of  Sandy  Hook,  and  Highlands  of  Navesink  ;  Raritan  bay 
from  Cow-land  to  East  Point ;  Raritan  bay  from  East  Point  to  South 
Amboy  ;  by  A.  M.  Harrison,  on  a  scale  of  1-10000. 

Also  the  following  Hydrographic  maps  : 
No.  1.  Hudson  River  from  Castle  Garden  to  Bulls  Ferry, 
"2.  "  "       Bulls  Ferry  to  Fort  Washington, 

3.  "  "       Fort  Washington  to  Yonkers. 

Prepared  by  Lieut.  Wainwright,  U.  S.  N. — scale  1-10000. 

New  York  bay  and  East  river  from  Jersey  City  to  Williamsburg ;  New 
York  bay  and  Narrows  from  Gowanus  bay  to  Fort  Hamilton  ;  New  York 
bay  and  Narrows  to  Navesink  lights ;  New  York  bay,  Diamond  and 
Coenties  reefs.  The  above  prepared  by  Lieut.  J.  A.  Craven,  U.  S.  N., 
on  a  scale  of  1-10000,  except  that  to  Navesink  lights,  Avhich  is  on  a  scale 
of  1-20000. 

Kill  van  Kull,  Newark  bay,  Arthur  Kills  from  Elizabethport  to  Rah- 
way river  ;  Arthur  Kills  from  Rahway  river  to  Perth  Amboy. 

There  will  also  be  prepared  in  accordance  with  the  requirements  of  tne 
act  of  the  legislature,  a  map  of  the  harbor  and  adjacent  lands,  and  a  map 
of  the  city  of  New  York,  exhibiting  the  original  shore  line  of  the  island. 

The  map  of  the  harbor  will  be  on  the  scale  of  1-20000,  and  will  con- 
sist of  twelve  sheets  each,  forty-four  inches  long,  by  twenty-eight  inches 
wide,  and  form  when  united,  one  large  sheet  eleven  feet  in  length  and  nine 
and  one  third  feet  in  width. 

The  map  of  the  city  and  Brooklyn,  will  be  on  a  scale  of  1-5000.  The 
comparative  map  will  be  on  a  scale  of  1-20000,  in  two  sheets,  each  four 
feet  by  four.  The  course  pursued  in  the  preparation  of  these  maps  is  set 
forth  in  the  annexed  report  of  Professor  Bache. 

A  transcript  of  the  map  of  the  harbor  above  referred  to  is  herewith 
submitted.  It  contains  the  topography  of  the  adjacent  lands  so  far  as 
surveyed,  the  characteristic  soundings  to  the  lower  bay,  current  observa- 


New  York  Harbor  Commission  Reports,  17 


tions,  sailing  directions,  etc.,  together  with  numerous  profiles  of  the  bottom 
of  the  harbor. 

The  thanks  of  the  commissioners  and  of  all  who  are  interested  in  the 
preservation  of  the  harbor  of  New  York,  are  eminently  due  to  the  gentle- 
men who  have  been  engaged  in  making  the  surveys.  Some  who  had  but 
just  entered  on  their  furloughs  after  laborious  work  in  distant  parts  of  the 
Atlantic  coast,  and  in  California,  and  who  expected  to  pass  the  summer 
months  with  their  families  at  home,  cheerfully  assumed  the  duties  request- 
ed of  them.  To  all  it  has  been  a  period  of  incessant,  and  for  the  season 
of  the  year,  unusual  toil,  yet  it  has  been  performed  with  a  degree  of  alac- 
rity and  cheerfulness  that  has  been  most  gratifying  to  the  commissioners. 
Professor  Bache  remarks  in  his  report  that  "  the  assistants  who  have  en- 
gaged in  this  work  have  all  entered  upon  it  with  a  heartiness  which  does 
them  very  great  credit,  and  each  one  has  obviously  made  it  his  study  that 
so  far  as  he  was  concerned  the  work  should  succeed  and  that  the  difficult 
conditions  of  coming  up  to  time  without  sacrificinn;  accuracy  should  be 
fulfilled."  And  in  hisletter  to  the  commissioners  of  D3C.  9,  he  says  :  "All 
these  gentlemen  united  with  hearty  zeal  in  the  work  intrusted  to  them, 
cheerfully  giving  up  the  usual  interval  between  the  two  seasons  of  field 
work  to  which  those  who  come  from  a  laborious  service  in  the  south  were 
justly  entitled.  They  deserve  the  best  thanks  of  the  commissioners  for 
their  successful  efforts  through  which  the  entire  work  that  was  desired  has 
been  so  nearly  accomplished." 

The  attention  of  the  legislature  is  respectfully  invited  to  the  changes 
which  have  been  made  in  the  East  and  Hudson  rivers,  and  tne  upper  and 
lower  bays  between  the  years  1835  and  1853,  as  set  forth  in  the  annexed 
report  of  Professor  Bache,  and  which  are  delineated  on  th3  comnarative 
maps  herewith  submitted. 

The  more  important  changes  that  have  occurred  in  this  interval  of  time 
appear  to  have  been,  first,  in  respect  to  Hudson  river,  that  it  has  deepened 
from  Fortieth  street,  southerly,  nearly  six  feet,  and  that  the  chainiel  in- 
stead of  being  as  formerly,  in  the  centre  of  the  river,  is  now  on  the  New 
York  side,  while  a  considerable  deposit  has  been  made  on  the  New  Jersey 
shore,  southerly  of  Jersey  City.  In  the  East  river,  between  Newtown 
creek  and  the  navyyard,  the  bed  of  the  river  has  changed  slightly  m  the 
channel,  and  on  the  New  York  side  a  flat  opposite  Rivington  street,  has 
extended  into  the  river.  From  the  na\yyard  to  the  Battery,  the  river 
has  deepened  from  three  to  six  feet  without  change  in  the  course  of  the 
deepest  channel  way.  The  water  fronts  of  Brooklyn  and  Williamsburg 
have  been  much  improved.  The  spit  from  Castle  Garden  to  pier  No.  (>, 
East  river,  is  increasing,  and  there  are  now  two  twelve-foot  spots  e  xtending 
into  the  river.  The  shoal  at  the  head  of  Butteimilk  channel  has  been 
diminishing  in  size  since  1835,  but  the  spot  of  least  depth  has  shoaled 
from  13  to  12  feet.  Buttermilk  channel  has  increased  in  depth,  but 
the  shoals  have  gained  on  both  of  its  sides,  the  water  having  shoaled  on 
the  one  side  from  12  to  7  feet,  and  on  the  other  from  12  to  10  feet.  In 
the  upper  bay  no  important  change  has  occurred  except  that  on  the  Jersey 
flats  there  is  a  general  decrease  of  water  with  a  tendency  toward  an  even 
depth  of  six  feet  in  nearly  a  straight  line  from  Ellis  island  to  Robins  reef 
light-house. 

2 


18 


Neio  York  Harhor  Commission  Beports. 


In  tlie  lower  l)My,  the  fourteen-foot  channel  and  its  bar  have  undergone 
but  little  change  in  depth,  though  a  slight  encroachment  has  been  made  on 
its  width.  The  flat  which  separates  it  from  the  east  channel,  is  steadily 
shoaling.  The  east  channel  is  improving  in  general  depth,  though  several 
small  spots  of  18  and  16  feet  occur.  The  main  body  of  the  flats  between 
the  east  and  the  swash  channels  seems  to  have  retained  its  shape  but  the 
general  depth  is  increasing  The  Dry  Romer,  which  is  on  this  shoal,  ia 
gradually  washing  away  and  at  present  covers  scarcely  a  fourth  of  the  area 
shown  in  1835.  Tlie  swash  channel  is  constantly  changing,  especially  on 
the  southern  side,  where  18  feet  lumps  are  very  frequent ;  but  on  the  whole 
there  is  a  considerable  improvement  in  this  channel.  The  fiat  between 
swash  and  the  main  ship  channel  has  changed  but  iittle  in  area,  though 
the  shoalest  portions,  as  Flynn's  Knoll,  &c.,  are  diminishing  in  size  and 
have  improved  in  depth  from  one  to  two  feet.  False  Hook  channel  has 
deepened  since  1835^  opposite  to  Sandy  Hook  light,  and  the  bulkhead  due 
east  of  the  east  beacon,  has  been  washed  away,  but  in  place  of  it  a  spit 
has  formed  north  of  8an  ly  Hook,  projectincj  into  the  main  ship  channel. 
On  the  bar,  Gedneifs  channel,  which  in  1835  had  a  channel  way  of  3| 
fathoms,  sanded  up,  so  as  to  show  in  1848  a  narrow  bar  with  3i  fathoms. 
In  1853  this  bar  had  shifted  to  the  eastward  without  alteration  in  depth 
but  with  a  tendency  to  increase  in  width. 

The  foregoing  are  the  principal  changes  which  have  been  observed  by 
an  examination  of  the  several  surveys  of  1835,  1848,  1853.  Further 
changes  have  doubtless  occurre  1,  'vhich  will  be  carefully  noted  and  sub- 
mittel  in  a  future  report. 

It  has  been  apprehended  by  distinguished  engineers,  that  the  upper 
waters  of  the  Huflson  have  been  injuriously  affected  by  the  projections  into 
that  river  at  the  city  of  New  York.  The  surveys  and  examinations  of 
the  commissioners  are  not  sufficiently  perfected  to  determine  this  serious 
question.  That  the  navigation  of  the  river  may  be  injured  through  its 
whole  length  by  encroachments  at  its  mouth,  cannot  be  doubted,  and 
though  the  examination  of  this  subject  does  not,  in  terms,  fall  within  the 
duties  of  .the  commissioners,  yet  for  its  great  importance  to  the  interests  of 
the  populous  cities  on  the  shores  of  the  Hudson,  they  propose  to  carefully 
investigate  it. 

Before  narrating  the  proceedings  of  the  commissioners,  in  respect  to 
the  lines  which  they  have  designated,  it  is  proper  to  direct  the  attention  of 
the  legislature  to  the  water  grants  made  to  the  ci.ty  of  New  York,  and  to 
the  laws  which  have  been  passed  establishing  exterior  streets  in  that  city. 
Copies  of  these  grants  and  of  the  laws  determining  the  water  boundaries  of 
the  cities  of  New  York  and  Brooklyn,  are  embraced  in  the  Appendix  of  the 
report. 

At  an  early  period  in  the  history  of  the  province,  the  colonial  gover- 
nors, with  the  sanction  of  the  (^'own,  made  large  grants  of  land  under 
water,  adjoining  the  shores  of  the  city,  to  the  corporation  of  New  York. 

The  first  of  these  grants  was  made  by  Governor  Dongan,  in  the  year 
1686.  It  conveyed  to  the  city  authorities,  all  the  waste,  vacant,  and  un- 
appropriated lands  on  Manhattan  island  to  low-watermark,  together  with 
all  the  rivulets,  coves,  and  pcnds,  that  had  not  theretofore  been  granted  to 
individuals.    The  second  grant  was  made  in  1708,  during  the  reign  of 


'Neio  York  Harbor  Gommission  Reports, 


19 


Queen  Ann,  and  conveyed  all  the  vacant  and  unappropriated  land  on  Long 
Island  from  high  to  low  vv^ater  mark,  between  the  east  side  of  the  wall, 
about  the  site  of  the  present  United  States  navyyard,  and  the  west  side 
of  Red  Hook.  The  validity  and  effect  of  this  grant  have  been  the  sub- 
ject of  legal  controversy  and  are  stid  in  dispute.  A  further  grant  was 
made  by  Governor  Montgoaierie  in  1730,  during  the  reign  of  George  II., 
of  the  land  under  water  in  Hudson  river,  beginning  at  the  mouth  of  a 
rivulet  called  Bestavers  Killitje,  or  near  the  junction  of  Charlton  and 
Washington  streets,  running  four  hundred  feet  into  the  river,  and  extend- 
ing south  to  Marketfield  street ;  also,  a  tract  of  the  same  width  of  the 
land  under  water  in  the  East  river,  from  Whitehall  street  to  a  point  near 
the  foot  of  Houston  sti  eet.  These  grants  were  in  fee  of  the  land  under 
water  in  the  East  and  Hudson  rivers,  within  the  area  described,  and  corn- 
prised  two  hundred  and  nine  and  one  half  acres,  exclusive  of  the  land  be- 
tween high  and  low  water,  granted  on  Long  Island. 

The  state  has  been  still  more  liberal  in  its  grants  to  the  city  authorities. 
By  the  act  of  1807,  the  commissioners  of  the  land  office  were  directed 
to  issue  letters  patent  to  the  mayor,  aldermen  and  commonalty 
of  the  city  of  New  York,  of  all  the  right  and  title  of  the  people  of  this 
state,  to  the  lands  covered  with  water  in  the  Hudson  river,  from  Besta- 
vers Killitje,  running  four  hundred  feet  into  the  river,  and  extending  four 
miles  to  the  north  ;  also  of  the  land  covered  with  water  along  the  easterly 
shore  of  the  East  river,  from  the  terminus  of  the  grant  of  1730,  at  the  foot 
of  Houston  street,  extending  four  hundred  feet  into  the  river,  for  the  dis- 
tance cf  two  miles  to  the  north.  By  the  act  of  1821,  the  common  council 
was  authorized  io  extend  the  Battery  into  the  bay  and  North  and  East 
rivers,  such  distance,  not  exceeding  six  hundred  feet,  as  they  might  deem 
proper,  and  the  title  of  the  state  to  the  Battery,  and  the  land  under  water, 
to  the  extent  mentioned,  was  vested  in  the  mayor,  aldermen  and  common- 
alty of  the  city,  but  without  the  power  to  dispose  of  the  same  for  any 
use  or  purpose  except  for  a  public  walk  or  for  erecting  public  buildings 
and  works  of  defence.  In  182G,  the  legislature  made  a  further 
grant  to  the  city,  of  the  land  under  water,  for  four  hundred  feet  from  the 
shores  of  the  North  and  East  rivers,  from  the  boundaries  of  the  previous 
cessions  to  the  junction  of  those  rivers  with  Spuy  ten  Duyvil  creek  and  Har- 
lem river.  By  the  act  of  1837,  authorizing  the  extension  of  the  city  to 
the  Thirteenth  avenue,  the  intermediate  land  under  water  was  ceded  to 
the  municipal  authorities.  In  1852,  the  lands  under  water  in  Harlem 
river  from  such  exterior  line  as  the  corporation  might  lay  dowa  on  that 
river,  inward  to  the  shore,  were  likevvise  ceded  to  the  city.  By  the  several 
acts  making  cessions  since  and  including  that  of  1807,  the  rights  of  pre- 
emption were  secured  to  the  riparian  owners. 

In  1807,  Governeur  Morris,  Simeon  Dewitt,  and  John  Rutherford,  were 
appointed  by  the  legislature,  commissioners  to  lay  out  the  streets,  roads, 
and  public  squares,  in  the  city  of  New  York,  to  the  north  of  a  line  run- 
ning from  Gansevoort  street  on  the  Hudson  river,  through  Greenwich  lane 
and  Art  street  to  the  Bowery,  and  thence  through  North  or  Hj  iston  street 
to  the  East  river.  They  were  authorized  to  lay  out  the  streets  of  the  city 
in  such  manner,  subject  to  certain  conditions,  as  they  should  deem  proper, 
to  make  maps  thereof  which  should  be  of  record,  and  it  was  enacted  that 


20 


New  York  Harbor  Commission  Reports. 


the  laying  out  of  such  streets  should  be  final  and  conclusive,  as  well  in  re- 
spect to  the  mayor,  aldermen  and  commonalty  of  the  city  as  in  respect  to 
the  owners  and  occupants  of  lands  within  the  boundaries  so  laid  out.  The 
commissioners  concluded  their  labors  and  filed  tlieir  map?  as  directed  in 
1811.  They  laid  down  as  the  exterior  street  on  the  East  river,  Avenue  D 
to  Eleventh  street,  and  the  First  avenue  from  Sn-enteenth  to  Fiftieth 
streets,  and  thence  Avenue  A  to  Seventy-third  f-treet.  On  the  Hud- 
son r  .-ei*,  the  exterior  streets  were  the  Tenth  aveaue  from  Thirty-second 
to  Thirty-fourth  street,  thence  the  Eleventh  avenue  to  Seventy-seventh 
street,  and  the  Twelfth  avenue  to  One  hundred  and  fifty-fifth  street,  be- 
yond which  no  streets  were  laid  out  by  the  commissioners.  These  streets 
comprised  the  lines  as  established  by  law  for  the  exterior  limits  of  the 
city. 

The  several  cessions  of  400  feet  into  the  East  and  North  rivers  prior  to 
1807,  were  in  fee,  and  the  entire  control  of  those  lands  were,  by  the  terms 
of  the  grants,  vested  in  the  city  authorities,  so  that  they  had  full  power  to 
fill  them  in  and  lay  o  it  streets  thereon,  or  exarcise  tlie  powers  of  absolute 
ownership  in  any  manner  they  might  deem  expedient.  But  by  the  act  of 
1807,  the  power  to  lay  out  streets  north  of  the  limits  named  in  the  act, 
was  transferred  to  the  commissioners  appointed  for  that  purpose,  and  the 
common  council  thereby  divested  of  this  ri<iht.  The  map  of  the  commis- 
sioners when  filed  had  the  force  and  obligation  of  a  law  of  the  state,  and 
neither  the  city  authorities  nor  private  owners  could,  without  violation  of 
law,  modify  or  add  to  the  streets  as  laid  down  by  the  commissioners,  ex- 
cept by  the  previous  consent  of  the  legislature.  Such  consent  has  fre- 
quently been  asked  and  obtained.  Thus  West  sti'eet  has  been  extended 
into  the  North  river  under  the  act  of  March,  1828,  which  authorized  the 
corporation  to  change  the  map  of  the  commissioners  in  respect  to 
that  street,  and  ceded  the  land  under  water,  for  the  purpose  of  suJi  ex- 
tension. Again,  in  182G,  the  corporation  petitioned  the  legislature  to 
change  the  map  of  the  commissioners  in  respect  to  tlie  exterior  line  on  the 
East  river  between  Grand  and  Twenty  third  street.  So,  by  the  act  of 
1837,  the  commissioners'  map  was  further  modified  by  authorizing  the 
corporation  to  lay  out  tl.e  Thirteenth  avenue,  and  the  land  under  water 
interior  of  that  street  Avas  ceded  to  the  city.  Without  such  assent  of  the 
legislature,  the  authorities  of  the  city  cannot  legally,  except  in  the  case  here- 
after stated,  add  to  or  subtract  from  the  streets,  lanes  or  squares,  nor  in 
any  manner  change  or  modify  the  plan  of  that  part  of  the  city  which  was 
laid  out  by  the  commissioners  of  1807.  The  exception  alluded  to  is  the 
power  lodged  with  the  corporation  by  the  act  of  1813,  to  fill  up  lots  or 
slips  when  in  their  opinion  they  are  deleterious  to  the  public  health,  and 
thus  convert  into  solid  land  what  is  represented  on  the  map  as  vvat^^r. 

lUit  while  the  law  of  the  state,  in  respect  to  laying  out  streets  in  the 
city,  is  explicit,  and  the  duties  and  powers  of  the  city  authorities  defined 
with  sufficient  precision,  the  right  to  construct  piers  and  slips  has  been 
delegated  to  them  without  any  limit.  Tlie  duties  of  the  commissioners  of 
1807,  were  confined  to  laying  out  the  streets  of  the  city  within  certain 
bounds,  and  did  not  extend  beyond  the  upland — wliilethc  actsof  17*j8, 1801, 
1803,  1803,  and  1813,  give  discretionary  power  to  the  corporation  in  re- 
spect to  the  extent  and  character  of  the  piers,  slips,  and  basins,  for  the  re 


New  York  Harbor  Commission  Beports, 


21 


ceptlon  of  vessels.  Under  these  laws  they  have  the  undoubted  right  to 
the  extent  of  the  400-feet  cessions,  to  construct  piers,  slips  and  basins,  to 
determine  the  form  and  manner  of  their  construction,  the  materials  of 
which  they  sh;ill  be  composed,  and  everything  relating  thereto,  and  in  re- 
spect to  that  part  of  the  city,  south  of  the  commissioners'  map,  to  fill  up 
such  slips  and  basins,  subject  only  to  the  rights  of  private  owners.  They 
claim,  however,  and  have  exercised  a  more  extended  power.  Under  their 
authority  piers  have  been  projected  into  the  North  and  East  rivers,  far 
beyond  the  boundaries  of  their  grants,  and  on  land  the  title  to  which  is  in 
the  people  of  the  state.  A  more  serious  intrusion  on  the  prop?rty  of  the 
state,  and  which  more  directly  concerns  the  interests  of  com-nerce  and 
navigation  than  any  other,  occurs  on  the  shore  of  the  East  river,  in  the 
vicinity  of  Fourteenth  street.  In  1826,  the  corporation  applied  to  the 
legislature  for  permission  to  change  the  map  of  the  commissioners  of  that 
part  of  the  city  lying  on  the  East  river,  between  Grand  and  Twenty-third 
streets.  They  stated  in  their  petition  that  owing  to  the  flat  and  low 
lands,  the  uncertainty  of  the  line  of  high  water,  the  indentations  of  the 
shore  and  other  circumstances,  they  had  found  it  impossible  to  conform  the 
regulation  of  that  part  of  the  city  to  the  line  of  the  grant  from  t!ie  legis- 
lature, and  that  they  had  been  obliged  to  make  an  exterior  street,  called 
Tompkins  street,  and  other  streets  in  conformity  thereto,  and  they  prayed 
for  the  confirmation  of  their  proceedings.  In  accordance  with  their  peti- 
tion the  legislature  enacted  that  Tompkins  street  should  be  the  permanent 
exterior  street  on  the  East  river,  between  Rivington  and  Twenty-third 
streets,  and  East  street  between  Grand  and  Rivington  streets.  In  1835, 
the  corporation  applied  to  the  legislature  for  the  establishment  of  a  line 
still  interior  to  that  of  Tompkins  street,  between  Thirteenth  and  Twenty- 
third  streets,  o  i  the  ground  of  the  great  expense  consequent  in  filling  up 
so  large  an  area  of  low  land.  It  was  stated  in  their  petition  that  the  line 
laid  down  required  the  displacement  of  a  great  extent  and  depth  of  water, 
and  immense  quantities  of  earth  would  be  necessary  to  fill  up  the  space 
between  the  shore  and  a  bulkhead  corresponding  with  said  line,  and  the 
petitioners  requested  that  a  law  might  be  passed  granting  authority  to  ar- 
range, regulate  and  alter,  in  such  manner  as  they  might  decide  upon,  the 
map  of  the  city  between  Thirteenth  and  Twenty-third  streets.  The  legis- 
lature accordingly  passed  an  act,  giving  the  mayor  and  common  council 
discretionary  power  to  regulate  and  lay  out  that  part  of  the  city  in  such 
manner  as  they  might  deem  expedient.  Soon  after  the  passage  of  this  act 
the  common  council  adopted  a  plan  for  an  interior  line,  provided  certain 
grants  of  land,  under  water,  made  by  the  corporation  to  individuals  were 
cancelled  and  surrendered.  The  surrender  was  not  made  and  the  ordi- 
nance of  the  corporation  was  inoperative.  From  that  time  until  1849,  no 
further  action  was  had  in  respect  to  this  part  of  the  water  line  of  the  city, 
when  the  corporation  adopted  the  line  as  laid  down  by  the  legislature  in 
1826,  from  Grand  to  Thit  teenth  street. 

On  the  3d  of  July,  1850,  the  common  council  passed  an  ordinance  by 
which  the  line  between  Thirteenth  and  Twenty-third  streets  was  laid  down 
exterior  to  Tompkins  street,  and  on  the  27th  of  November,  of  the  same 
year,  they  modified  and  extended  it  into  the  i  iver  so  that  it  commences 
about  105  feet,  and  at  the  point  of  widest  divergence  is  1080  feet  exte  ior 


22 


Neiv  York  Harbor  Commission  Reports. 


to  the  line  laid  down  by  the  legislature  in  1H26,  and  2,400  feet  beyond  the 
limits  of  Ihe  grant  of  400  feet  made  to  the  city  by  the  state,  in  1807. 
The  grantee  from  the  city  has  transgressed  even  the  line  laid  down  by  the 
commcm  council.  He  has  erected  a  bulkliead  of  several  hundred  feet  in 
length  beyond  the  limits  as  determined  by  the  corporation. 

Prior  to  1836,  no  other  exterior  lines  had  been  prescribed  on  the  shore 
of  Long  Island  than  the  limits  described  in  the  water  grants  made  to  the 
riparian  owners  by  the  legislature  and  the  commissioners  of  the  land 
office.  In  that  year  by  an  iict  entitled,  "  An  act  to  grant  H.  Patchin  and 
others,  permission  to  erect  wharves,"  &c..  three  commissioners  were  ap- 
pointed to  lay  down  a  suitable  bulkhead  line  between  Atlantic  street  and 
Jackson  street  ferry,  now  Hamilton  avenue.  The  report  of  the  commis- 
sioners was  confirmed  by  the  act  of  28th  of  February,  1839,  and  subse- 
quently modified  by  the  acts  of  26th  of  May,  1841,  and  10th  of  April, 
1850.  In  1853,  the  Legislature  passed  an  act  defining  the  limits  of  piers 
built  exterior  of  the  bulkhead  line.  The  several  lines  adopted,  and  the 
limits  of  the  grants  made  by  the  legislature,  are  described  in  the  Appendix 
to  W  is  report 

In  view  of  the  large  private  interests  which  must  be  aiiected  by  the  desig- 
nation of  exterior  lines,  and  of  the  public  importance  of  so  describing  them 
that,  while  the  navigation  of  the  harbor  should  be  unimpaired,  ample  space 
would  be  provided  for  the  construction  of  docks  and  basins  to  receive  the 
increasing  commerce  of  the  port,  the  commissioners,  at  the  suggestion  of 
Professor  Bache,  invited  General  Totten,  chief  engineer  of  the  United 
States,  Commodore  Davis  of  the  ITnited  States  navy,  and  Captain  Ben- 
ham  of  the  United  States  engineers,  in  conjunction  with  Professor  Bache, 
to  advise  them  in  the  discharge  of  this  part  of  their  duties.  On  obtaining 
the  consent  of  these  gentlemen  to  act,  the  commissioners  addressed  thj  fol- 
lowing letter  to  the  Secretary  of  War  Id  respect  to  General  Totten  : 

Office  of  Harbor  Commissioners,  » 
30  Broadway,  New  York,  Jubj  23,  1855.  ] 
Sir  :  The  undersigned,  commissioners  on  harbor  encroachments  in  New 
York,  respectfully  request  that  the  war  department  will  authorize  General 
Joseph  G.  Totten,  chief  -engineer,  to  render  such  services,  in  advising  a 
suitable  permanent  wharf  and  shore  line  for  New  York  harbor,  as  may  be 
consistent  with  the  discharge  of  his  duties  in  the  department  and  his  own 
convenience. 

The  relation  which  the  harbor  of  New  York  sustains  to  the  commerce 
of  the  United  States  is  such  that  questions  touching  injury  to  it  are  of 
national  importance.  The  government  has  besides  a  direct  interest  in  them 
through  the  navyyard  on  the  East  river.  The  encroachments  on  the  har- 
bor, though  local,  produce  general  injurious  effects. 

Impressed  with  this  view,  the  commissioners  on  harbor  encroachments 
desire  to  obtain  the  aid  of  the  highest  knowledge,  experience,  and  skill, 
which  the  country  affords,  to  advise  in  regard  to'  the  problem  of  physical 
and  mechanical  science  and  of  engineering  involved  in  the  establishmet  of 
a  permanent  shore  line  for  the  harbor,  which  shall  restrain  injurious  en- 
croachments, provide  for  a  rapidly  increasing  commerce,  and  prevent  in- 


New  York  Harbor  Commission,  BeportB. 


23 


juries,  or,  if  possible,  improve  the  existing  capabilities  of  the  port  and  of 
its  approaches. 

The  importance  of  advice  in  this  matter  which  is  not  only  disinterested, 
but  removed  from  all  po.-sibility  of  interest,  directly  or  indirectly,  in  local 
projects,  is  also  very  gi'eat,  and  points  to  the  selection  of  officers  connected 
with  the  United  States  government  for  this  purpose. 

In  their  interviews  with  the  President  of  the  United  States  and  the 
heads  o^'  departments,  the  commissioners  met  with  so  much  kindness  and 
disposition  to  aid  thorn  in  procuring  the  information  and  advice  necessary 
to  tlicir  action  that  they  are  encouraged  to  present  this  application  to  you 
for  an  authority  which  will,  they  believe,  secure  them  the  services  of  the 
eminent  chief  engineer  of  the  United  States  in  the  execution  of  the 
delicate  and  important  duties  confided  to  them  by  the  state  of  New  York. 
With  great  respect,  your  obedient  servants, 

James  Bowen, 
Preston  King, 
John  L.  Talcott, 
John  Vanderbilt, 

Commissioners. 

Hon.  Jefferson  DA\^s,  Secretary  of  War. 

Similar  letters  were  at  the  same  time  addressed  to  Hor..  J.  C.  Dobbin, 
Secretary  of  the  Navy,  and  to  the  superintendent  of  the  coast  survey,  in 
respect  to  Commander  Davis  and  Captain  Benhara. 

The  assent  of  the  heads  of  the  several  departments  was  readily  obtained, 
and  the  gentlemen  selected  as  advisers  repaired  to  New  York  in  the  month 
of  August  to  examine  the  plans  of  the  commissioners,  and  the  progress  of 
the  survey,  and  to  confer  as  to  the  points  requiring  special  examination. 

Soon  after  this  meeting,  Captain  Benham  was  called  in  the  performance 
of  his  duties  to  Europe,  so  that  the  commissioners  were  deprived  of  the 
benefit  of  his  advice  and  experience. 

The  commissioners  were  sensible  that,  before  they  ventured  to  recom- 
mend to  the  legislature  exterior  lines  for  adoption  which  might  atfect  the 
navigation  of  the  harbor  and  the  upper  waters  of  the  rivers  through  all 
time,  it  became  them  to  seek  the  advice  of  men  eminent  for  practical 
knowledge  and  scientific  acquirements,  and  in  whose  judgment,  deliberately 
expressed,  there  would  be  general  and  ready  acquiescence.  In  these  re- 
spects the  commissioners  in  the  selection  of  advisers  consider  themselves  to 
have  been  most  fortunate.  The  distinguished  reputation  of  General  Tot- 
ten,  Professor  Bache,  and  Commander  Davis,  for  scientific  attainments, 
their  diversified  experience  in  the  construction  of  hydraulic  works,  and 
long  observation  of  the  influence  of  tidal  currents  in  thv)  formation  and 
removal  of  shoals,  indicated  them  as  the  best  qualified  to  assist  the  com- 
missioners in  the  discharge  of  their  duties,  while  their  higii  personal  char- 
acter precluded  the  possibility  of  their  advice  being  affectetl  by  other  than 
the  single  purpose  of  arriving  at  a  just  decision  on  the  questions  submitted 
to  them. 

On  the  1st  of  December  these  gentlemen  met  in  New  York  for  the  pur- 
pose of  advising  the  commissioners  in  regard  to  the  exterior  lines.  There 
were  laid  before  them  the  maps  of  the  harbor  which  had  been  in  course 
of  preparation  thjough  the  summer,  representing  the  shore  lines  and 


24 


Neio  York  Harbor  Commission  Reports. 


wharves  of  the  harbor,  the  hydrography  of  the  East  and  North  rivers  and 
the  upper  ba}-,  the  comparative  map  of  the  surveys  made  in  formers  years, 
togetiier  with  copies  of  other  maps  referred  to  in  various  laws  of  the  state 
and  ordinances  of  tlie  corporation.  The  following  letter  was  also  ad- 
dressed to  them  to  indicate  the  views  and  considerations  which  would  gov- 
ern the  action  of  the  commissioners.  After  a  session  of  ten  days,  they 
adjourned  to  meet  at  Washington  on  the  27th  of  December.  At  that 
meeting  the  exterior  lines  upon  which  they  had  agreed  were  de-cribed  as  is 
set  forth  in  their  report  which  is  herewith  annexed. 

New  York,  December  1,  1855. 

Gentlemen  :  The  commissioners  appointed  under  a  law  of  this  state, 
to  preserve  the  harbor  of  New  York  frotn  improper  encroachments,  are 
charged  with  the  duty  of  describing  and  recommending  to  the  legisla*ure 
for  adoption,  an  exterior  line  on  the  shores  of  the  harbor  beyond  which  no 
structures  of  any  description  shall  be  erected.  Desirous  to  avail  them- 
selves of  the  highest  professional  skill  and  the  most  matured  experience  in 
hydraulics,  and  the  observance  of  the  tides  and  currents,  and  the  forma- 
tion of  shoals,  the  commissioners  have  invited  your  advice  and  assistance 
in  the  discharge  of  the  duties  assigned  to  them. 

For  this  purpose  there  will  be  laid  before  you  the  maps  of  the  harbor 
prepared  for  the  commission  under  the  direction  and  superintendence  of 
Professor  Bache,  superintendent  of  the  coast  survey.  They  exhibit  with 
perfect  correctness,  and  very  minutely,  the  shore  lines  of  the  harbor  and  the 
adjacent  waters,  the  soundings^  the  direction  of  the  tidal  currents,  iind  the 
rates  of  their  velocity,  together  with  the  shoals,  rocks,  and  reefs,  in  the  harbor. 

There  will  also  be  laid  before  you  a  comparative  map  prepared  imder 
the  supervision  of  Professor  Bache,  from  the  several  surveys  and  cxariina- 
tions  of  tlie  harbor  by  the  officers  of  the  coast  survey  in  the  yeais  1835, 
1848,  and  1853,  which  shows  by  different  colored  lines  the  changes  that 
from  time  to  time  have  been  made  in  the  depth  of  water,  the  velocity  and 
direction  of  the  currents,  and  the  changes  in  the  shoals  and  channels. 
Whatever  other  information  you  may  desire  in  respect  to  the  harbor  will 
be  furnished  to  you. 

In  deliberating  upon  a  proper  water  line  the  commissioners  respectfully 
request  that  you  will  keep  in  view — 

1st.  That  the  preservation  of  the  free  navigation  of  the  harbor  is  re- 
garded by  the  legislature  as  an  object  of  paramount  importance,  and  that 
other  questions  and  interests  are  subordinate  to  that  object. 

2d.  That  it  is  desirable  that  existing  structures  should  not  be  dis- 
turbed, except  in  cases  where  they  interfere  with,  or  are  of  serious  detri^ 
ment  to  navigation. 

3d.  The  impoTtance  of  projecting  the  exterior  lines  as  far  into  the  riv- 
ers and  bay  as  is  consistent  with  the  free  navigation  of  the  harbor,  in  order 
that  ample  space  may  be  had  for  the  construction  of  docks  and  basins  to 
meet  the  demands  of  commerce. 

By  order  of  the  commissioners  on  harbor  (Encroachments. 

G.  H.  BouGiiTON,  Secretary. 
To  General  Joseimt  G.  Totten,  U.  S.  Engineers. 

Professor  A.  D.  Bache,  Supf.  IL  S.  Coast  Survey. 
Commander  C  II.  Davis,  (J.  S.  Navy. 


New  York  Harbor  Commisfiion  Reports. 


25 


The  report  of  the  advisers  is  valuable  as  the  production  scientific 
and  practical  men,  thoroughly  conversant  with  the  questions  on  which 
they  have  treated.  Their  deductions  from  the  general  laws  and  axioms  of 
the  science  of  hydraulics  are  illustrative  of  the  imminent  dangers  to  which 
the  navigation  of  the  harbor  has  been  exposed  from  injudicious  encroach- 
ments upon  its  waters.  The  system  of  wet  basins  which  they  have  recom- 
mended, has  shared  the  attention  of  the  commissioners  during  the  past 
season,  and  will  be  further  examined  after  the  exterior  lines  shall  have 
been  determined.  It  is  proposed  to  give  this  subject  a  thorough  investiga- 
tion and  to  submit  to  the  legislature  all  the  information  tluit  can  be  ob- 
tained in  regard  to  its  advantages.  The  opinions  of  ship-owners  and  ship- 
masters, and  others  whose  pursuits  qualify  them  to  form  a  correct  judg- 
ment on  the  best  mode  of  providing  for  the  increasing  marine  of  the  port, 
will  be  gathered,  and  such  plans  be  devised  as  will  combine  economy  with 
durability,  in  the  cost  of  structures,  ample  accommodation  for  vessels,  and 
convenient  arrangements  for  the  lading  and  discharge  of  cargoes. 

The  advisers  have  alluded  in  the  Appendix  of  their  report  to  the  value 
of  Hellgate  as  an  approach  to  the  harbor,  and  they  have  recommended 
the  removal  of  the  obstructions  which  render  its  passage  in  some  measure 
perilous  to  vessels.  It  will  be  the  duty  of  the  commissioners  to  lay  before 
the  legislature,  in  a  future  report,  a  statement  of  the  obstructions  and  the 
means  and  probable  cost  of  their  removal. 

The  act  creating  the  commission  requires  the  commissioners  to  report 
their  proceedings  by  the  second  Tuesday  in  January.  In  view  of  many 
contemplated  improvements  by  the  corporation  of  New  York,  and  by 
wharf  and  riparian  owners,  it  was  deemed  expedient  that  so  far  as  the 
requisite  data  were  collected,  the  lines  should  be  described  in  their  first 
report  rather  than  to  postpone  this  duty  until  the  soundings  and  current 
observations  for  the  entire  harbor  shall  have  been  taken. 

By  reference  to  the  report  of  the  advisers,  it  will  be  seen  that  they  have 
distributed  the  lines  into  classes  and  sub-divisions,  referable  to  different 
parts  of  the  harbor.    The  commissioners  will  adopt  the  same  classification, 
and  they  now  proceed  to  describe  and  recommend  to  the  legislature,  for 
adoption,  the  following  described  limits  as  part  of  the  exterior  line  of  the 
harbor  of  New  York,  beyond  which  no  erection  or  permanent  obstruction 
of  any  kind  shall  be  permitted  to  be  made. 
The  distribution  of  the  lines  is  into  two  classes  : 
1st.  The  New  York  side  ; 
2d.  The  Long  Island  side  ; 
and  the  classes  are  divided  on 

1st.  The  New  York  side,  at  the  Battery,  into  East  rivei'  and  North 
river  lines  ;  and 

2d.  The  Long  Island  side,  at  Fulton  ferry  into  east  and  north,  and 
south  and  west  lines,  or  lines  toward  Newtown  creek,  and  lines 
toward  Gowanus  bay. 
These  lines  are  subdivided  as  follows : 

1st.  New  York  side     East  river  into 
Battery  to  Fulton  ferry. 

b.  Fulton  ferry  to  Corlaer's  Hook. 

c.  Corlaer's  Hook  to  Seventeenth  street. 

4 


26  New  York  Harbor  Commission  Reports, 


d.  Seventeenth  street  to  Thirty-eighth  street. 
New  York  side.     North  river  : 

a.  Battery  place  to  Hammond  street. 

b.  Hammond  street  to  Thirtieth  street. 

c.  Thirtieth  street  to  Spuyten  Duyvil  creek. 
2d.  Long  Island  side  toward  Newtown  creek  : 

a.  From  Fulton  ferry  to  Navyyard. 

b.  Williamsburgh. 

c.  Greenpoint. 

Long  Island  side  toward  Gowanus  bay  : 

a.  From  Fulton  ferry  to  Hamilton  street. 

b.  Beyond  Hamilton  street. 

NEW  YORK  SIDE— EAST  RIVER. 
a.  From  Battery  to  Fulton  ftrry. 

That  the  line  of  bulkhead  or  of  solid  tilling  be  preserved  as  it  now  is 
and  as  laid  down  on  a  map  herewith  submitted,  marked  "No.  1,  U.  S. 
coast  survey,  A.  D.  Bache,  superintendent,  New  York  harbor.  East 
river,  by  the  hydrographic  party,  under  the  command  of  T.  A.  Craven, 
Lieut.  U.  S.  N.  and  assistant  U.  S.  C.  S.,  I  -IQOOO,  1855,  Register  No. 
491,"  and  that  the  exterior  line  be  a  line  extending,  on  tlie  average,  444 
feet  from  the  bulkhead  line  which  is  the  average  distance  of  the  piers  now 
existing.  The  verification  of  these  lines,  if  adopted,  will  be  by  means  of 
parallel  ordinates  from  the  coast  survey  polygon  on  South  street. 

h.  From  I'ulton  ferry  to  Corlaer's  Hook. 

That  the  line  of  bulkhead  be  preserved  as  it  now  is  and  as  laid  down 
on  the  map  above  referred  to,  and  that  the  exterior  line  be  run  at  an  aver- 
age distance  of  about  350  feet  from  the  former,  which  is  the  average 
length  of  the  existing  piers. 

c.  From  Corkier'' s  llook  to  Seventeenth  street. 
A  majority  of  the  commissioners  recommend  that  the  exterior  line,  from 
Corlaer's  Hook  to  Eighteenth  street,  be  two  hundred  and  fifty  feet  from  the 
bulkhoad  on  East  street,  and  thence  to  the  northeast  corner  of  the  bulk- 
head, at  the  foot  of  Seventeenth  street,  as  laid  down  on  the  map  before 
referred  to.  In  regard  to  the  bulkhead  line  or  line  of  solid  filling,  the 
commissioners  are  not  prepared  to  recommend  any  change  of  the  present 
bulkhcjad  between  Corlaer's  Hook  and  Thirteenth  street. 

d.  From  Seventeenth  street  to  Thirty-eighth  street. 

That  the  line  as  laid  down  on  the  map  before  referred  to  be  the  exterior 
line  from  the  northeast  corner  of  the  bulkhead,  at  the  foot  of  Seventeenth 
street,  as  laid  down  on  said  map,  to  the  intersection  of  the  line  of  the  cen- 
tre of  Thirty-eighth  street,  with  the  cur\  e  of  eighteen  feet  water,  as  de- 
scribed on  the  same  map,  and  that  no  extension 'of  piers  be  allowed  out- 
side of  said  line,  and  further,  that  no  construi;tion  inside  of  said  line  be 
allowed  between  Eighteenth  and  Thirty-eighth  streets,  in  order  that  this 
area  may  be  retained  for  a  wet  basin. 


New  York  Harbor  Commission  Beports. 


27 


NEW  YOKE  SIDE— NORTH  RIVER. 
Battery. 

That  the  sea-wall  recently  erected  shall  be  the  exterior  line. 

a.  From  Battery  place  to  Hammond  street. 

That  the  lines  of  bulkhead  and  the  exterior  line  conform  to  those  now- 
existing  and  as  lairl  down  on  a  map  herewith  submitted,  marked  "  U.  S. 
coast  survey,  A.  D.  Bache,  superintendent,  1855.  Hudson  river,  sheet 
No.  1,  by  the  hydrographic  party,  under  the  command  of  Lieut.  R.  Wain- 
wright,  U.  S.  N." 

They  further  recommend  that  the  water  area,  between  West  street  and 
the  Thirteenth  avenue,  and  extending  from  Perry  street  to  Troy  street, 
and  from  Gansevoort  street  to  Twelfth  street,  and  also  the  water  area  east 
of  and  adjoining  Thirteenth  avenue,  and  extending  from  Twenty- 
second  street  to  Thirtieth  street,  be  reserved  for  wet  basins. 

The  commissioners  recommend  the  reservation  of  these  areas,  together 
wit})  that  between  Eighteenth  and  Thirty-eighth  streets,  on  the  East  river, 
because  they  will  now  cost  but  little  to  convert  them  into  commodious 
basins  for  the  reception  of  every  description  of  vessels  ;  while,  if  they  be 
not  so  reserved,  the  increase  of  the  value  of  llie  property  may  induce  the 
owners  to  fill  them  with  earth,  and  the  opportunity  be  lost  of  providing 
additional  dock  accommodations  for  those  parts  of  the  city. 

h.  From  Hammond  street  to  Thirtieth  street. 

c.  From  Thirtieth  street  to  Spuijten  Duyvil  creek. 

The  commissioners  are  not  prepared  to  designate  or  recommend  an  ex- 
terior line  from  Hammond  street  to  Spuyten  Duyvil  creek. 

LONG  ISLAND  SIDE  TOWARD  NEWTOWN  CREEK. 
a.  From  Fulton  /erry  to  Navyyard. 

A  majority  of  the  commissioners  recommend  that  the  exterior  line  be  a 
line  diawn  fi'om  the  northeast  wharf  of  Fulton  ferry,  to  the  northwest 
corner,  and  thence  to  the  northeast  corner  of  Marston  and  Powers'  coal 
depot,  thence  to  the  extremity  of  the  long  wharf,  known  as  Wetmore's 
dock,  at  the  foot  of  Adams  street,  thence  to  the  wharf  at  the  gas-works, 
at  the  foot  of  Hudson  avenue,  and  thence,  in  a  curved  direction,  toward 
the  navyyard  wall,  as  laid  down  on  the  map  of  the  East  river,  fir^  re- 
ferred to. 

h.  Williamshurgh. 

That  the  bnlkhead  line  follow  the  eighteen-foot  curve  of  depth  of  water 
as  laid  down  on  map  "No.  1,  East  river,"  and  that  the  exterior  line  ex- 
tend two 'hundred  and  fifty  feet  outside  of  the  bulkhead  line. 

c.  Greenpoint. 

That  the  bulkhead  line  be  the  curve  of  eighteen  feet  of  depth  of  water 
as  laid  down  on  map  "  No.  1,  East  river,"  and  that  the  exterior  line  ex- 
tend three  hundred  feet  outside  of  the  bulkhead  line. 


28 


New  York  Harbor  Commission  Reports^ 


c.  'Navyyard  and  the  Cob  dock. 

That  the  line,  of  bulkhead  in  front  of  the  Cob  dock  be  the  curve  of 
eighteen  feet  depth  of  water,  as  laid  down  on  map  No.  1,  East  river,  and 
that  the  exterior  line  in  front  thereof  extend  out  three  hundred  feet. 

LONG  ISLAND  SIDE  TOWAED  GOWANTJS  BAY. 
a.  From  Fidton  ferry  to  Harrison  street. 

That  the  line  of  bulkhead  as  now  established  shall  remain  unchanged, 
and  that  the  pierhead  line,  as  established  by  the  act  of  1853,  and  laid  down 
on  map  No.  1,  East  river,  shall  be  the  exterior  line. 

In  the  foregoing  description  of  lines,  the  words  "  average"  and  "  about" 
are  used  because  actual  measurements  and  a  larger  scale  are  necessary  to 
the  definiti'^n  of  ])recise  limits. 

In  submitting  the  above  lines  to  the  legislature,  it  is  proper  to  state  that 
the  sections  marked  "  Corlaers  Hook  to  Eighteenth  street,"  and  "  Wil- 
liamsburgh,"  received  the  assent  of  but  a  majority  of  the  commissioners  ; 
on  all  other  sections  they  were  unanimously  in  favor  of  the  lines  described. 
In  respect  to  the  lines  which  failed  to  command  the  assent  of  all  the  com- 
missioners further  examination  and  consultation  will  be  had.  and  the  lines 
for  those  sections  will  be  the  sulject  for  a  future  report. 

From  a  conference  with  the  governor  of  New  Jersey,  the  commissioners 
are  authorized  to  state  that  he  will  in  his  annual  message  to  the  legislature 
of  that  state,  recommend  the  appointment  of  a  commission  to  determine 
the  exterior  lines  on  the  west  shore  of  the  Hudson,  and  the  north  shore  of 
the  Kill  Van  KuU,  and  of  Staten  I-land  sound. 

The  commissioners  have  considered  the  preservation  of  the  navigation  of 
the  harbor  as  of  paramount  importance.  To  arrest  further  encroacl:ments 
and  to  prescribe  lines  beyond  which  no  structures  shall  be  erected,  they 
have  regarded  as  the  chief  duty  which  has  devolved  on  them,  and  that  all 
others  were  subsidiary  to  it  or  of  secondary  importance.  They  have  not, 
however,  been  unmindful  of  the  necessity  of  providing  ample  accommoda- 
tion for  the  rapidly  inci'easing  tonnage  of  the  port.  From  a  careful  ex- 
amination of  the  vessels  in  the  harbor  on  the  23d  October,  by  an  experi- 
enced harbor  master,  it  is  believed  there  are  in  port  at  all  times  between 
seven  and  eight  hundred  thousand  tons  of  shipping.  More  than  one  half 
of  this  vast  amount  of  tonnage  is  composed  of  river  and  coasting  craft  and 
canal-boats.  The  canal-boats  from  the  Erie  and  Cham  plain  canals  present 
in  the  harbor  at  the  period  referred  to,  comprised  nearly  twenty  thousand 
tons.  When  the  Erie  canal  shall  have  been  enlarged  the  number  and  ton- 
nage of  this  class  of  vessels  visiting  New  York,  will  be  increased,  and 
ample  provision  must  be  made  for  them,  both  in  respect  to  secure  harborage 
and  to  the  more  convenient  and  rapid  discharge  of  their  cargoes. 

One  of  the  objects  of  inquiry  embraced  in  the  law  creating  the^ commis- 
sion, and  on  which  the  commissioners  are  instructed  to  report,  is  whether 
the  navigation  of  the  harbor  is  improperly  instructed.  There  can  be  no 
question  that  serious  obstructions  to  navigation  have  been  erected  in  the 
East  river.  The  extension  of  piers  from  both  shores  has  so  increased  the 
velocity  of  the  current  and  contracted  the.  area  for  the  passage  of  vessels  as 
to  render  the  removal  of  a  large  vessel  a  critical  task,  and  it  is  now  rarely 


Neiu  York  Harbor  Commission  Reports. 


29 


attempted  without  auxiliary  steam  power.  The  origin  of  this  evil  is  to  be 
found  in  the  discretionary  power  vested  in  the  corporation  of  the  city  of 
New  York,  to  dock  out  and  lill  up  the  land  under  water  gi'anted  by  the 
colonial  authorities,  and  the  further  power  which  the  corporation  has  as- 
sumed of  extending  piers  into  tlie  rivers  as  far  as  they  may  deem  expedient, 
and  in  respect  to  tlie  encroachments  on  the  Brooklyn  shore  to  the  grants 
of  land  made  by  tlie  legislature  to  riparian  ownei*s.  But,  though  a  subject 
of  regret  that  these  impediments  to  navigation  have  been  erected,  the  ex- 
pense of  their  abatement  would  be  so  great  that  the  commissioners  are  de- 
terred from  recommending  their  removal,  except  so  far  as  is  necessary  to 
secure  a  uniform  current  and  prevent  eddies  and  the  formation  of  shoals. 
We  are  admonished  by  the  changes,  which  have  occurred  in  European 
harbors,  that  instead  of  projecting  piers  and  bulkheads  into  the  rivers,  we 
ought  rather  to  be  diligent  iii  removing  the  obstructions  carried  thither  by 
the  course  of  nature.  The  solid  ground  of  Venice  which  is  covered  with 
massive  and  stately  buildings,  was  only  firm  enough  in  the  fifth  century  to 
sustain  liglit  and  fragile  huts,  and  at  the  commencement  of  the  Christian 
era  was  a  marsh  penetrable  by  vessels  in  every  direction.  The  city  of 
Ravenna  was  the  great  naval  depot  of  Augustus.  It  was  situated  at  the 
extremity  of  a  swamp  on  the  river  Po,  and  could  be  approached  from  the 
land  only  by  an  elevated  mound  or  causeway.  It  is  now  a  mile  from  the 
sea,  accessible  on  all  sides  through  cultivated  fields,  and  its  ancient  pave- 
ment lies  eight  feet  below  the  surface  of  the  ocean.  The  same  agencies 
which  affected  these  changes  are  operative  here.  The  annual  wash  of 
solid  matter  from  the  water  shed  of  the  Hudson  finds  a  lodgment  in  the 
bays  and  adjacent  waters  of  the  harbor. 

It  is  the  intention  of  the  commissioners  on  the  resumption  of  their  sur- 
veys to  determine  proper  water  lines  for  Harlem  river,  and  to  lay  before 
the  legislature  plans  to  restore  the  navigation  of  that  important  stream. 
The  value  of  Harlem  river  to  the  upper  parts  of  the  city  has  not  been 
appreciated.  It  is  believed  it  may  be  made  at  little  expense  a  safe  and 
easy  means  of  communication  between  the  East  and  Hudson  rivers,  afford 
an  extensive  wharf  frontage  for  coasting  vessels  and  canal  boats,  and  be  of 
great  benefit  to  the  citizens  residing  in  the  north  part  of  the  city  and  the  ad- 
jacent parts  of  Westchester  county.  The  removal  of  obstructions  from 
Newtown  creek,  on  Long  Island,  will  open  the  navigation  of  that  stream 
for  some  distance  from  the  East  river. 

The  commissioners  are  required  to  report  to  the  legislature  whether  any 
grants  of  land  under  water,  made  by  the  legislature,  the  commissioners  of 
the  land  office,  or  the  common  council  of  the  city  of  New  York,  will,  if 
executed,  impair  or  obstruct  the  navigation  of  the  harbor  ;  also  to  report 
the  grants  of  land  under  water  in  the  harbor,  Avhich  have  not  been  occu- 
pied. The  performance  of  this  duty  requires  the  collation  of  the  grants 
made  by  the  colonial,  state,  and  municipal  authorities,  and  is  a  work  of 
great  labor.  It  is  being  prosecuted  by  Edmund  Blunt,  Esq.,  assistant  of 
coast  survey,  whose  knowledge  of  the  localities  on  the  shores  of  the  harbor 
and  his  professional  ability  eminently  qualify  him  for  that  task. 

Without  being  yet  prepared  to  indicare  what  laws  should  be  passed  to  pre- 
serve the  harbor  from  injury,  the  commissioners  are  convinced  that  rigorous 
measures  must  be  adopted.    The  few  regulations  which  the  legislature  has 


30  New  York  Harbor  Commission  Reports. 


made  are  daily  and  openly  violated ;  practices  seriously  affecting  tlic  nav- 
igation of  the  bay  and  rivers,  are  either  in  conformity  with  municipal  or- 
dinances or  of  long-continued  custom.  Wharf-owners  are  subjected  to 
expenses  which  ought  seldom  to  be  necessary,  and  when  necessary,  should 
be  borne  by  the  city.  The  system  of  sewerage  is  imperfect  and  ought  so 
to  be  modified  as  to  prevent  the  deposit  of  the  solid  material  which  is  now 
washed  through  them  into  the  rivers.  It  is  only  surprising  that,  in  the 
multitude  of  abuses  which  are  daily  committed,  the  open  and  constant 
violation  of  law,  the  general  estimation  in  which  the  rivers  are  held  as 
the  fit  depositories  for  the  filth  and  rubbish  of  a  great  city,  more 
serious  injury  has  not  been  effected.  Nothing  but  the  proximity  of  the 
harbor  to  the  ocean,  its  expanded  bays  and  the  volume  and  force  of  its 
noble  rivers,  could  so  long  have  resisted  the  aggressions  to  which  it  is 
subjected. 

It  will  be  the  duty  of  the  commissioners  to  submit  to  the  legislature 
plans  for  the  construction  of  docks  and  basins  ;  suitable  rates  of  wharf- 
age for  their  occupancy,  and  regulations  in  respect  to  pi  eser\  ing  the  neces- 
sary depth  of  water  in  the  bay  and  rivers.  These  subjects  are  dependent 
in  a  greater  or  less  degree  on  the  final  settlement  of  the  exterior  lines  by 
the  legislature.  When  they  shall  have  been  determined,  the  commission- 
ers will  be  prepared  to  examine  and  i-eport  upon  the  questions  referred  to 
as  well  as  upon  the  others  embi  aced  in  the  law  creating  the  commission.  It 
is  believed  that  the  necessary  surveys  and  soundings  will  be  completed 
early  during  the  next  season  so  that  the  commissioners  will  be  prepared  to 
make  their  final  report  to  the  legislature  at  the  ensuing  session,  on  all  the 
subjects  referi-ed  to  them. 

In  concluding  the  narrative  of  their  proceedings,  it  is  the  agreeable  duty 
of  the  commissioners  to  express  the  high  sense  they  entertain  of  the  ser- 
vices which  Professor  Bache  has  gratuitously  rendered  to  the  state  of  New 
York.  Notwithstanding  his  arduous  duties  as  superintendent  of  the  coast 
surve}^,  he  cheerfully  assumed  the  direction  of  the  several  parties  whom  he 
had  detailed  for  the  examination  of  the  harbor  and  the  survey  of  the  ad- 
jacent territory,  informing  himself  of  their  progress  by  personal  supervision 
or  frequent  correspondence;  advising  and  directing  them  on  all  points,  and 
communicating  valuable  advice  to  the  commissioners,  on  questions  con- 
nected with  the  harbor.  In  reviewing  the  labors  of  the  past  season,  the 
variety  and  accuracy  of  the  woik  accomplished  by  his  judiciou- arrange- 
ments, the  commissioners  are  conscious  that  without  his  aid  they  would 
still  have  been  but  on  the  threshold  of  their  duties.  And  to  General  Tot- 
ten  and  Commander  Davis,  who  have  been  associated  with  Professor 
Bache  as  advisers  of  the  commission,  the  state  is  under  great  obligation. 
Serving  without  pecuniary  compensation,  and  only  from  the  hope  of  ef- 
fecting a  great  public  good,  they  assiduously  devoted  their  time  to  the  so- 
lution of  the  difficult  problems  submitted  to  them,  and  to  devising  the 
most  effectual  and  economical  means  of  preserving  the  navigation  of  the 
harbor.  All  of  which  is  respectfully  submitted. 

Geo.  W.  l^ATTKRSON, 

John  L.  Talcott, 
Jamks  Bowen, 
Preston  King, 

Albany,       January,  1856.  John  Vanderbilt. 


APPENDIX 

TO 

REPORT  OF  HARBOR  COMMISSIO?^,  1856. 


CONTENTS  OF  APPENDIX. 


Beport  of  Gen.  Joseph  G.  Totten,  U.  S.  E.,  Chief  Engineer  of  the  United  States, 
A.  D.  Bache,  Superintendent  United  States  Coast  Survey,  Commander 
C.  H  Davis,  U.  S.  N.,  Advisers  to  Harbor  Commissioners — Marked  A. 

Report  of  Professor  A.  D.  Bache,  on  the  Surveys  of  New  York  Harbor,  made 
under  his  direction  by  request  of  Commissioners — Marked  B. 

Harbor  Expenses  at  various  European  ports  and  at  New  York — Marked  C. 

Entrances  and  Clearances  from  the  port  of  New  York,  from  1821  to  1854 — 
Marked  D. 

Tonnage  of  port  of  New  York,  from  1824  to  1854— Marked  E. 
Tonnage  of  canal  boats,  1855 — Marked  F. 

Grants  of  land  under  water  made  to  New  York,  and  laws  fixing  exterior  lines  of 

that  city — Marked  G. 
Bulkhead  and  pier  headlines  of  the  city  of  Brooklyn — Marked  H. 
Acts  of  the  Legislature  granting  power  to  the  corporation  of  the  city  of  New  York 

to  extend  and  regulate  piers,  slips  and  basins — Marked  I. 
Boundary  line  between  New  York  and  New  Jersey — Marked  J. 


(A.) 


REPORT   OF   ADVISORY   COUNCIL   OF  THE  NEW  YORK 
HARBOR  COMMISSION,  DECEMBER,  1855 

GEISTEEAL  TOTTEN,  ) 

PROFESSOK  BACHE,  [  Advisory  CauncU. 

CAPTAIN  DAVIS,  ) 

Washington,  Vec,  29,  1855. 
To  the  Commissioners  for  the  Preservation  of  the  Harbor  of  New  York — 

Genti>emen  :  The  undersigned,  acting  under  the  instmctions  contained 
in  your  communication  of  the  first  instant,  have  *he  honor  to  submit  the 
following  report : 

Your  communication  is  introduced  in  this  place,  in  order  that  the  nature 
of  the  duties  assigned  to  your  advisory  council  may  be  understood. 

Harbor  CoMmssiONERs'  Office,  | 
Neav  York,  Dec.  1,  1855.  \ 

Gentlemen  :  The  commissioners  appointed  under  a  law  of  this  state 
to  presence  the  harbor  of  New  York  from  improper  encroachments,  are 
charged  with  the  duty  of  describing,  and  recommending  to  the  legislature 
for  adoption,  an  exterior  line  on  the  shores  of  the  harbor,  beyond  which  no 
structures  of  any  description  shall  be  erected. 

De.-irous  to  avail  themselves  of  the  highest  professional  skill,  and  the 
most  matured  experience  in  hydraulics,  and  the  observance  of  the  action  of 
tides  and  currents  and  the  formation  of  shoals,  the  commissioners  have 
invited  your  advice  and  assistance  in  the  discharge  of  the  duties  assigned 
to  them. 

For  this  purpose  there  will  be  laid  before  you  the  maps  of  the  harbor, 
prepared  for  the  commissioners  under  the  direction  and  superintendence 
of  Professor  Bache,  superintendent  coast  survey.  They  exhibit  with 
perfect  correctness,  and  very  minutely,  the  shore  lines  of  the  harbor  and 
the  adjacent  waters,  the  soundings,  the  direction  of  the  tidal  currents,  and 
the  rates  of  their  velocity,  together  with  the  shoals,  rocks,  and  reefs,  in  the 
harbor. 

There  will  also  be  laid  before  you  a  comparative  map,  prepared  under 
the  supervision  of  Professor  Bache  from  the  several  surveys  and  examina- 
tions of  the  harbor  by  the  officers  of  the  coast  survey  in  the  years  1835, 
1848,  and  1853,  which  .shows  by  different  colored  lines  the  changes  that 
from  time  to  time  have  been  made  in  the  depth  of  water,  the  velocity  and 
direction  of  the  currents,  and  the  changes  in  the  shores  and  channels. 

Whatever  other  information  you  ma-  desire  in  respect  to  tlie  harbor  will 
be  furnished  to  you. 

3 


34  Neio  York  Harbor  Commission  Reports, 


In  deliberating  upon  a  proper  water  line,  the  commissioners  respectfully 
request  that  you  will  keep  in  view — 

First.  That  the  preservation  of  the  free  navigation  of  the  harbor  is  re- 
garded by  the  legislature  as  an  object  of  paramount  importance,  and  that 
other  questions  and  interests  are  subordinate  to  that  object. 

Se(;ond.  That  it  is  desirable  existing  structures  should  not  be  disturbed 
except  in  cases  where  they  interfere  with  or  are  of  serious  detriment  to 
navigation. 

Tiiird.  The  importance  of  projecting  the  exterior  lines  so  far  into  the 
rivers  and  bay  as  is  consistent  with  the  free  navigation  of  the  harbor,  in 
order  that  ample  space  may  be  had  for  the  construction  of  docks  and  basins, 
to  meet  the  demands  of  commerce. 
To  Gen' I  Joseph  G.  Totten,  U.  S.  Engineer. 

Professor  A.  D,  Bache,  Sup't  U.  S.  Coast  Surveij, 
Commander  C.  H.  Davis,  U.  S.  Navy. 

I  certify  that  the  foregoing  is  a  correct  copy  of  the  minutes  of  the  pro- 
ceedings of  the  commissioners. 

G.  H.  BouGHTON,  Secretary. 

In  these  instructions  we,  the  undersigned,  are  advised  to  treat  the  free 
navigation  of  the  harbor  as  an  object  of  paramount  importance,  but  at  the 
same  time  to  entertain  a  regard  for  individual  rights  and  privileges  now 
existing,  and  also  for  the  future  accommodations  of  commerce.  In  other 
words,  we  are  invited  to  view  the  subject  scientifically  and  economically, 
in  its  present  and  future  relations. 

As  your  advisory  council,  we  have  given  to  the  subject  patient  study, 
large  investigation,  and  the  most  free  and  candid  discussion. 

We  have  not  limited  our  examinations  to  the  maps  and  charts  m^^ntion- 
ed  in  your  communication  ;  but  there  have  been  laid  before  us,  through 
your  kind  offices,  besides  those  there  specified,  several  official  and  unofficial 
maps  and  plans  of  the  city,  or  of  parts  of  it;  some  of  an  old  date  ;  several 
plans  of  districts  on  the  Long  Island  shore,  some  of  them  exhibiting  pri- 
vate, others  corporate  property,  with  or  without  projects  of  improvement; 
official  plans  sliowing  the  lines  of  former  commissioners  on  the  Long 
Island  shore  ;  and  plans  of  docks  and  piers  on  a  very  large  scale. 

"Whenever  occasion  required,  we  have  referred  to  the  original  grants  of 
the  state  legislature,  or  of  the  land  commissioners'  office.  "\A^e  have  also 
read  with  attention  the  memorials  of  gentlemen  interested  in  the  preserva- 
tion of  the  harbor ;  the  reports  of  committees  of  the  legislatures  of  New 
York  and  Ncav  Jersey,  and  of  the  state  engineers ;  the  legislative  discus- 
sions concerning  the  appointment  of  the  present  board  of  commissioners  ; 
and  finally,  all  letters  and  newspaper  articles  concerning  the  harbor  with- 
in reach. 

In  this  manner,  we  have  endeavored  to  possess  ourselves  of  the  informa- 
tion whicli  others  have  collected  with  so  much  labor,  and  thus  to  mature 
our  action  by  the  most  deliberate  inquiry  and  reflection. 

We  are  so  profoundly  impressed  with  the  vast  and  intrinsic  importance 
of  the  subject,  that,  notwithstanding  our  laborious  and  earnest  eiibrts,  we 
are  g'ad  to  think  that  our  decisions  are  not  final  and  peremptory  ;  that 
not  only  your  own  eminently  qualified  body,  but  that  the  legislature  of  the 


Neio  York  Harbor  Commission  Reports.  35 


state,  and  the  intelligent  members  of  the  community,  are  to  pass  them  in 
review,  and  weigh  their  value.  We  have  not,  however,  on  this  account, 
relaxed  our  diligence  or  lessened  our  scrutiny.  We  do  not,  now,  wish  to 
escape  from  the  responsibility  belonging  to  our  position. 

Satisfied  that  we  have  brought  to  our  task,  in  the  first  place,  minds  un- 
controlled by  merely  theoretical  views  or  by  personal  considerations,  and 
in  tlie  second  place,  a  familiarity  with  the  subject  founded  upon  experience, 
upon  reading,  and  upon  conference  with  distinguished  engineers,  it  would 
be  a  false  modesty  alone,  which  could  lead  us  to  pretend  that  our  views 
and  opinions  are,  when  properly  prepared,  not  entitled  to  consideration 
and  respect. 

In  this  report  we  propose,  first,  to  describe  the  lines  of  bulkhead  and 
pierhead,  as  far  as  run  ;  secondly,  to  say  a  word  on  the  subject  of  wet 
docks ;  and  lastly,  to  make  some  general  remarks  on  the  harbor  of  New 
York,  which  appear  to  us  to  be  called  for  at  the  present  time. 

LINES.  " 

If  it  belonged  to  us  to  run  lines,  as  was  in  a  measure  the  case  with  Port- 
land harbor,  along  the  shoi-es  of  a  hitherto  unoccupied  water  basin,  certain 
established  rules  would  be  taken  for  our  government,  which,  if  carefully 
applied,  would  hardly  admit  of  error.  This  is  true  without  reference  to 
the  capacity  of  the  basin.  The  principles  themselves  are  simple  ;  though 
their  successful  application  demands  study. 

But,  in  the  present  instance,  the  running  of  these  lines  of  exterior  limit 
of  construction  is  very  much  complicated  by  the  bulkheads  and  piers  al- 
ready built.  On  this  account  the  commissioners  have,  as  we  have  said 
before,  requested  us  to  regard  the  whole  subject,  not  only  in  a  scientific, 
but  in  an  economical  point  of  view ;  and  accordingly,  the  interest  of  owners 
of  pi  operty  already  in  use,  or  about  to  become  useful,  and  the  positive 
necessities  of  liai  bor  accommodation  for  the  growing  and  already  magnifi- 
cent commerce  of  New  York,  have  been  considered  throughout. 

To  facilitate  our  labors  a  division,  or  distribution,  of  the  lines  has  been 
made,  in  such  a  manner  as  to  bring  in  this  economical  view.  This  divis- 
ion was  indispen^^able,  moreover,  on  account  of  there  being  no  general 
mode  of  proceeding  for  all  parts  of  the  harbor. 

Local  peculiarities,  or  the  features  of  the  separate  lines,  whether  hydro- 
graphical  or  topographical,  must  decide  the  limits  of  construction  to  a 
greater  or  less  extent. 

This  is  what  the  commissioners  are  understood  to  mean  by  saying  that 
"it  is  desirable  existing  structures  should  not  be  disturbed,"  &c.  ;  and  by 
touching  upon  "the  importance  of  projecting  the  exterior  lines  so  far  itito 
the  rivers  and  bay  as  is  consistent,''  &c.  ;  and  we  heartily  concur  in  this 
purpose  of  the  commissioners. 

If  we  had  been  left  to  the  exercise  of  our  unaided  judgment,  we  should 
have  assumed  the  same  ground  of  action — that  the  preservation  of  the 
harbor  in  all  its  usefulness  was  the  primary  object,  but  that  this  object 
should  be  accomplished,  as  far  as  possible,  Avithout  the  disturbance  of 
private  rights,  and  with  a  just  appreciation  of  the  wants  of  the  future. 

The  distribution  of  the  lines  is  into  two  general  classes  : 


36  New  York  Harbor  Commission  Beports. 


1.  The  New  York  side  ; 

2.  The  Long  Island  side ;  and  these  classes  are  divided  on 

1.  The  New  York  side  at  the  Battery,  into  East  river  and  North 

river  lines  ;  and  on 

2.  The  Long  Island  side  at  Fulton  ferry,  into  east  and  north,  south 

and  west  lines,  or  lines  toward  Newtown  creek,  and  lines  to- 
ward Gowanus  bay. 
The  lines  are  further  sub-divided  as  follows* 
1.  New  York  side.  East  river. 
a.  Battery  to  Fulton  ferry. 
h.  Fulton  Ferry  to  Corlear's  Hook. 

c.  Corlear's  Hook  to  Eighteenth  street. 

d.  From  Eighteenth  street  to  Thirty-eighth  street. 

1 .  New  Y  ork  side,  North  river. 

a.  From  Battery  place  to  Hamm.ond  street. 

b.  Hammond  street  to  Thirtieth  street. 

c.  Thirtieth  street  to  Seventy-fifth  street. 

2.  Long  Island  side  toward  Newtown  creek. 

a.  From  Ful'on  ferry  to  Navyyard. 

b.  Williamsburgh. 

c.  Greenpoint. 

2.  Long  Island  side  toward  Gowanus  bay. 

a.  From  Fulton  ferry  to  Harrison  street. 

b.  Beyond  Harrison  street. 

It  will  be  perceived  by  a  cursory  inspection  of  the  map,  that  there  is  a 
manifest  propriety  in  this  sub-division  arising  from  local  peculiarities. 

Each  of  the  spaces  or  lines  have  been  considered  in  three  ways:  first, 
topographically,  with  regard  to  the  formation  of  the  shore,  whether  arti- 
ficial or  natural,  or  both  combined  ;  secondly,  hydrographically,  in  rela- 
tion to  the  depth  of  water,  the  form  of  the  bottom,  the  position  of  the 
channel,  the  velocity  of  the  tidal  currents,  the  nature  of  the  section,  &c.  ; 
thirdly,  economically,  in  relation  to  the  accommodation  of  shipping,  the 
suitableness  of  structures,  the  best  mode  of  appropriating  the  space,  the 
degree  of  protection  and  the  existing  state  of  things. 

The  lines  will  be  taken  up  in  order. 


1.  NEW  YOKE  SIDE— EAST  KIVER. 
a.  From  Battery  to  Fulton  ferry. 

We  recommend  that  the  line  of  bulkhead,  or  of  solid  filling,  be  reserved 
as  it  now  is ;  and  that  the  pierhead  line  be  a  line  extending  on  the 
average  444  feet  from  the  former  line,  which  is  the  average  distance  of  the 
piers  now  existing.    These  lines  are  distinctly  drawn  on  sheet  ''  No.  1."* 

The  verification  of  these  lines,  if  adopted,  will  be  by  means  of  parallel 
ordinates  from  the  coast  survey  polygon  in  South  street. 


"No.  1,"  refers  to  sheet  No.  1.  U.  S.  Coast  Survey,  A.  D.  Bache,  Superintendent,  New 
York  Harbor.  East  River,  bv  the  livdrof^raphic  p.irtv  under  the  command  of  T.  A.  Craven, 
Lieut.  U.  S.  N.,  and  assistant  U.  S'.  C.  S.  1-10000,  1855,  Register  No.  491. 


New  York  Harbor  Commission  Beporti 


37 


b.  From  Fulton  ferry  to  Corlear''s  Hook. 

We  recommend  that  the  bulkhead  line  be  kept  as  it  now  is  ;  and  that 
the  pierhead  line  be  run  at  an  average  distance  of  about  three  hundred  and 
fifty  feet  from  the  former,  which  is  the  average  length  of  the  piers  now  exist- 
ing. This  last  Jine  is  curved  to  the  eastward  of  Fulton  ferry.  It  cuts 
off  the  ends  of  a  few  of  the  longest  piers  ;  but  we  advise  that  they  bo  suf- 
fered to  remain  until  they  decay,  which  from  the  perishable  nature  of  the 
materials,  will  not  be  very  long,  and  tliat  when  repairs  become  necessary, 
the  projecting  piers  be  made  to  conform  strictly  to  the  commissioners'  ex- 
terior line,  the  owners  being  required  to  remove  the  sunken  matter.  These 
lines,  when  finally  adopted  by  law,  may  be  verified  and  established  in  the 
same  manner  as  the  first.    They  are  distinctly  drawn  on  "  No.  1." 

c.  From  Corlear's  Hook  to  Eighteenth  street. 

We  recommend  that  the  bulkhead  line  run  first  along  East  street  to 
Rivington  street  second,  thence  in  a  straight  line  to  the  intersection  of 
Tompkins  street  and  Eighth  street  ;  third,  thence  in  a  straight  line  to  the 
intei'section  of  Avenue  D  and  Eighteenth  street. 

And  we  further  recommend,  that  the  pierhead  line  be  allowed  to  extend 
two  hundred  and  fifty  feet  outside  of  tlie  bulkhead  line  in  this  space,  pro- 
vided, the  shoals  now  existing,  or  to  be  formed  hereafter  in  this  space,  be 
dredged  by  the  parties  interested,  to  the  average  depth  of  eighteen  feet  at 
low  water.  But  we  recommend  that  from  Fourteenth  street  to  Eighteenth 
street,  the  extent  of  the  piers  outward  be  gradually  reduced  from  two  hun- 
dred and  fifty  feet  on  Fourteenth  street,  to  the  bulkhead  front  on  Eighteenth 
street. 

The  verification  of  this  bulkhead  line,  when  adopted  and  established  by 
law,  may  take  place  by  means  of  an  instrumental  verification  on  the 
ground  of  the  intersection  above  mentioned.  These  lines  are  drawn  on 
sheet  "No.  1." 

d.  From  Eighteenth  street  to  Tliirtj-eighth  street. 

We  recommend  here  the  adoption  of  a  line,  precisely  similar  to  the 
green  line  on  Harrison's  map  of  the  East  river,  signed  "  J.  H."  (in  the 
possession  of  the  commissioners),  and  knoAvn  as  the  Bache  and  Henry  line. 
This  line,  drawn  in  conformity  w^ith  the  curves  on  the  opposite  side  of  the 
channel,  is  laid  down  on  sheet  "No.  1,"  and  extends  from  the  northeast 
corner  of  the  bulkhead  at  the  foot  of  Eighteenth  street  to  the  intersection 
of  the  line  of  the  centre  of  Thirty-eighth  street,  with  the  curve  of  depth 
of  eighteen  feet  on  the  same  sheet. 

We  also  recommend  that  no  extension  of  piers  be  allowed  outdde  of 
this  line  of  bulkhead ;  that  no  construction  whatever  be  allowed  in  the 
water  area  inside  of  this  line  of  bulkhead  for  the  present ;  and  that  this 
area  be  preserved  for  a  wet  basin.  A  plan  of  such  a  basin,  which  will, 
among  its  other  details,  include  the  necessary  openings  in  the  line  of  bulk- 
head, may  be  furnished  when  it  has  been  finally  determined  to  reserve  the 
area  for  this  purpose. 

This  line,  if  adopted,  must  be  verified  by  intersections  and  measurements, 
and  marked  out  by  piles  or  masses  of  stonework. 


38 


New  York  Harbor  Commission  Beports. 


1.    NEW  YOKK  SIDE— NORTH  RIVEE. 

a.  From  Battery  place  to  Hammond  street. 

We  recommend  that  in  this  space  the  lines  of  bulkhead  and  of  pierhead 
conform  as  nearly  as  practicable  to  those  now  existing.  These  lines  are  dis- 
tinctly drawn  on  sheet  "  No.  1,  W."* 

The  bulkhead  line  is*  the  present  irregular  line  of  solid  fiUing;  the  pier- 
head line  is  drawn  from  point  to  point  in  snch  a  manner  as  to  follow  the 
general  changes  in  direction  of  the  bulkhead  line,  and  at  a  uniform  dis- 
tance from  these  points  of  two  hundred  yards  or  six  hundred  feet.  This 
pierhead  line  cuts  off  the  extremities  of  a  few  of  the  longest  piers  or 
wharves ;  but  we  recommend  here,  as  in  the  former  case,  of  line  b,  East 
river,  that  they  be  allowed  to  stand  till  repairs  are  necessary,  and  that  then 
they  be  made  to  recede  so  far  as  to  range  with  the  exterior  line  of  water 
front,  the  owners  being  required  to  remove  the  sunken  materials.  This 
line,  when  adopted  and  established  by  law,  may  be  verified  and  perma- 
nently fixed  by  offsets  from  West  street 

h.  From  Hammond  street  to  Thirtieth  street. 

We  recommend  that  the  bulkhead  line  in  this  space  be  the  Thirteenth 
avenue  on  a  map  entitled  "  Map  showing  a  projected  extension  of  the  city 
of  New  York,  extending  along  the  Hudson  river  from  Hammond  street  to 
One  hundred  and  thirty-fifth  street,"  and  dated  New  York,  March  10, 
1837,  by  George  R.  Smith,  city  surveyor. 

c.  From  Thirtieth  street  to  Seventy-fifth  street. 

We  recommend  that  the  bulkhead  line  in  this  space  be  the  Twelfth 
avenue,  as  marked  on  the  same  map.  Both  of  the  last  two  lines  may, 
when  established  by  law,  be  suitably  laid  down  on  an  official  map. 

We  further  recommend  that  all  the  water  accommodation  outside  of 
these  last  two  lines  be  furnished  in  the  form  of  wet  basins,  the  idea  of 
which  will  be  given  under  the  heading  Docks :  and  also  that  the  open 
spaces,  comprised,  one  between  Troy  street  and  Bank  street,  and  the  other 
between  Gansevoort  street  and  Twelfth  street,  be  retained  for  the  same 
purpose. 

2.    LONG  ISLAND  SIDE,  TOWARD  NEWTOWN  CREEK. 

a.  From  Fulton  ferry  to  Navyyard. 

We  recommend  that  the  exterior  line  in  this  space  be  a  line  drawn  from 
northeast  wharf  of  Fulton  ferry  to  northwest  corner,  and  thence  to 
northeast  corner  of  Marston  &  Powers'  coal  depot,  thence  to  extremity  of 
the  long  wharf  at  the  foot  of  Adams  street,  thence  to  the  wharf  at  the 
gas-works  at  the  foot  of  Hudson  avenue,  and  thence  in  a  curved  direction 
toward  the  Navyyard  wall,  cutting  ofi*  the  northeast  corner  of  the  gas- 
works. 

We  recommend  that  beyond  the  exterior  line  here  described  no  construc- 

*  "No.  1,  W."  refers  to  hydrojirapbic  sheet  registered  No.  477.  entitled  "U.  S.  Coast 
Survey.  A.  D.  Bache.  Superintendent,  186.').  Hodson  Kiver,  sheet  No.  1,  by  the  hydro- 
graphic  party  under  the  command  of  Lieut,  li.  Wainwright,  U.  S.  N.,"  &c. 


Neio  Yoi'h  Harbor  Commission  Reports.  39 


tion  whatever  be  allowed.  The  space  inside  of  this  line  may  be  occupied 
either  by  piers,  extending  from  the  present  line  of  solid  lilliag  in  the  usual 
way,  or,  still  more  advantageously,  by  wet  docks. 

The  anijle  of  the  gas-works  construction,  which  we  recommend  to  be 
cut  off,  is  a  striking  instance  of  disregard  of  the  establi>hed  principles  laid 
down  for  the  improvement  of  tidal  harbors.  This  point  of  the  East  river 
presents  two  important  features — one  is,  a  change  in  the  direction  of  the 
main  stream  ;  the  other  is,  the  flowing  of  a  lateral  stream  into  the  main 
channel.  These  are  the  natural  features  of  this  point :  to  them  is  to  be 
added  the  change  in  the  sides  of  the  channel  by  an  artifical  construction. 
Now,  in  respect  to  the  first  of  these  natural  features,  the  fundamental 
principle  to  be  observed  by  the  engineer  is,  "  The  adoption  of  such  forms 
for  the  channel  as  give  an  uninterrupted  flow  to  the  water  :  and  these 
forms  must  be  derived,  and  can  only  be  safely  derived,  from  observations" 
(A.  J.  C.  de  Fontaine)  ;  and  moreover,  "  the  line  of  his  construction 
should  be  uniform  and  continuous;"  and  with  regard  to  the  second  of 
these  features,  the  principle  is,  that  ''where  lateral  streams  are  diverted 
into  the  main  channel,  or  flow  into  it,  they  must  be  made  to  enter  in  a 
direction  coincident  with  that  of  the  principal  current  to  which  they  be- 
come auxiliary." — (Abbe  Mann.) 

These  plain  and  intelligible  principles  have  in  this  instance  been  over- 
looked. 

The  line  c  is  distinctly  drawn  on  sheet  "No.  1,"  and  may,  when  es- 
tablished by  law,  be  verified,  and  oermanently  fixed  by  offsets  from  John 
and  Marshall  streets. 

The  lines  of  bulkhead  and  pierhead,  along  the  property  of  the  general 
government,  known  as  the  "  Navyyard"  and  "  Cob  dock,"  will  be  speci- 
fied hereafter. 

h.  WilUamshurgJu 

"We  recommend  that  the  bulkhead  line  follow  the  eighteen-foot  curve  of 
depth  in  this  space  generally.  This  line  differs  but  little  from  the  line 
authorized  by  the  act  passed  April  22,  1835,  and  laid  down  on  an  of- 
ficial plan  marked,  "•  Drawn  February,  1835,  by  D.  Ewen,  city  surveyor." 
The  line,  as  drawn  by  ourselves,  recedes  on  its  southwest  and  goes  out  on 
its  northeast  extremity.  It  is  laid  down  on  sheet  "  No.  1,"  and  may,  if 
adopted,  be  verified  by  offsets  from  First  street. 

We  recommend  that  the  pierhead  line  extend  two  hundred  and  fifty 
feet  outside  of  the  preceding  line. 

r.  Greeiipo'mt. 

We  recommend  that  the  bulkhead  line  fiom  Grcenpoint  in  general,  be 
the  curve  line  of  eighteen  feet  depth.  This  line  is  distinctly  drawn  on 
sheet  "No.  1,"  and  may  be  verified  by  means  of  offsets  from  Washington 
street.  We  also  recommend  that  the  pierhead  line  extend  three  hundred 
feet  outside  of  the  bulkhead  line. 

At  Greenpoint  and  Williamsburgh,  the  depth  of  eighteen  feet  has  been 
actually  taken  by  the  riparian  owners,  as  the  limit  of  solid  filling  or  made 
land,  notwithstanding  that  they  were  permitted  by  law  to  go  farther  out. 
This  is  worth  noticing,  because  it  shows  the  limit  of  depth  up  to  which  it 


40  Ntw  Yoi  Jc  Harbor  Commission  Reports. 


is  expedient  and  practicable  to  build  solid  constructions  for  the  recovery  of 
submerged  places. 

The  line  at  Greenpoint,  established  by  the  act  passed  April  10,  1S49, 
and  drawn  on  an  official  map,  marked,  "  Map  of  the  shore  of  the  East 
river,  between  Newtown  and  Bushwick  creeks,  showing  the  owners  of 
land  in  the  same,  with  the  privileges  in  front,  drawn  by  D.  Ewen,  city 
surveyor,  New  York,"  runs  out  into  water  fifty  feet  deep.  This  is  worse 
than  absurd. 

The  owners  enjoying  this  monstrous  privilege,  have  found  it  practically 
useful  to  go  no  farther  than  eighteen  feet ;  and  moreover,  it  could  only  be 
under  the  most  extraordinary  circumstances  that  the  expense  of  making 
solid  land  in  fifty  feet  of  water  would  be  justified  ;  and  finally,  this  very 
water  front,  provided  with  an  unlimited  extent  of  bskck  country,  is  one  of 
the  cleanest  and  best  washed  in  the  whole  harbor,  the  deep  channel  skirt- 
ing the  very  foot  of  the  sea-wall. 

It  is  a  duty  to  point  out  and  mention  specifically,  such  cases  of  igno- 
rance and  cupidity  combined  as  these.  Their  public  exposure  may  lead 
the  proper  authorities  to  guard  against  their  recuxrence. 

Navuyard  and  Cob  dock. 

We  recommend  that  the  channel  in  the  rear  of  Cob  dock,  washing  the 
shore  line  of  the  navyyard,  be  left  in  its  present  condition  ;  that  the  line  of 
bulkhead  in  front  of  the  Cob  dock  be  the  curve  of  depth  of  eighteen  feet ; 
and  the  pierhead  line  in  front  of  the  latter  and  parallel  to  it,  extend  out 
to  the  distance  of  three  hundred  feet. 

2.  LONG  ISLAND  SIDE  TOWAKD  GOWANUS  BAY. 

a.  From  Fulton  Jerry  to  Harrison  street. 

We  recommend  that  the  lines  of  bulkhead  and  pierhead  as  now  estab- 
lished by  law,  be  adhered  to,  without  any  change  or  modification  what- 
ever. These  lines  are  laid  down  correctly  and  officially,  as  we  understand, 
on  a  map  of  Brooklyn  shore  from  Fulton  ferry  to  Harrison  street, 
"Brooklyn,  November  29,1853,  Silas  Ludlam,  city  surveyor,''  which 
has  been  in  our  possession.  Any  existing  structures  extending  beyond 
this  pierhead  line,  may  be  treated  as  in  class  1,  East  river,  line  p.  37, 
of  this  report. 

h.  From  Harrison  street  to  Gowanus  hay. 

We  have  found  ourselves  unable  to  continue  the  lines  beyond  Harrison 
street.  The  coast  survey  topographical  and  hydrographical  sheets  are  not 
yet  completed  in  this  direction ;  no  private  and  no  official  maps  or  plans 
have  been  furnished  us,  except  those  relating  to  the  Atlantic  dock  ;  and 
the  general  lines  of  former  commissioners,  and  the  lines  of  special  grants 
made  subsequently,  seem  to  interfere.  It  is  requisite  to  wait,  therefore, 
for  further  information. 

The  same  remarks  apply  to  lines  yet  to  be  run  in  other  parts  of  the  bay 
and  harbor.  We  are  not  possessed  of  the  knowle'dge  necessary  to  enable 
us  to  define  the  limits  of  construction  intelligently.  That  knowledge  is 
rapidly  accumulating  under  the  administration  of  the  coast  survey  of  the 


Neio  York  Harbor  Commission  Beports. 


41 


United  States.  And  when  it  becomes  available,  we  shall  hold  ourselves 
in  readiness  to  answer  any  further  calls  which  the  commissioners  may  make 
upon  us. 

We  are  obliged,  however,  to  admit  that  at  the  present  moment,  our 
public  duties  are  so  urgent  that  we  could  not  spare  from  them  th^  time  for 
further  investigations  into  these  most  interesting  subjects,  even  if  we  were 
provided  with  the  means  of  making  them  in  a  satisfactory  manner. 

We  close  this  branch  of  our  report  by  recommending  that  no  construc- 
tion whatever  be  alloweil  beyond  the  new  sea-wall  of  Battery  place. 

Note. — In  the  foregoing  cle.scription  of  "  lines,"  the  words  "  average  "  and  "about  "are 
used,  because  actual  measurements  and  a  larger  scale  are  necessary  to  the  definition  of  pre- 
cise limits. 

DOCKS. 

In  the  preceding  branch  of  this  report,  we  have  proposed  to  retain  and 
preserve  certain  open  spaces  on  the  North  and  East  rivers  for  wet  docks  or 
basins,  and  to  adopt  a  system  of  basins  along  the  front  of  the  North  river 
above  Hammond  street.  It  does  not  enter  into  our  desijin  to  present  any 
plans  of  basins,  or  to  describe  in  any  detail  the  mode  of  dividing  the  water 
spaces  where  they  are  to  be  constructed. 

We  wili  pay  candidly,  that  we  should  regard  it  as  a  waste  of  time  to 
prepare  such  plans,  before  the  highest  authority  of  the  state  had  decided 
that  basins  were  to  bo  recognized  hereafter,  as  one  of  the  means  of  accom- 
modation for  the  shipping  business  of  this  commercial  emporium  of  the 
Western  world.  There  is  nothing  for  which  we  have  less  fancy  than  me:  e 
scheming.  We  have  accordingly,  no  drawings  to  lay  before  the  commis- 
sioners, no  favorite  projects  to  advocate,  no  productions  of  the  pen  or  pen- 
cil which  have  acquired  a  special  interest  and  value  in  our  eyes  from  the 
labor  bestowed  upon  them. 

Our  object  is  principally  to  institute  a  brief  examination  into  the  utility 
of  wet  basins,  and  to  inquire  whether  the  time  has  arrived  for  their  gen- 
eral introduction  in  Ne^v  York  harbor. 

We  do  not  forget  that  we  are  addressing  gentlemen  who  are  particularly 
well  informed  as  to  the  business  of  New  York  and  its  facilities,  who  will 
be  the  best  possible  judges  whether  the  suggestion  that  wet  docks  ought 
now  to  be  begun  in  the  North  and  East  rivers  is  premature,  who  arc  care- 
fully studying  the  facts  of  the  case,  and  will  draw  their  own  conclusions. 

We  have  thought  it  our  special  duty  on  this  occasion  to  direct  your  own 
and  the  public  attention  to  this  important  subject.  We  are  regarding  it 
now  as  economists,  not  as  engineers. 

It  is  stated  by  McCuUoch  that  urgent  necessity  led  to  the  excavation  of 
the  first  wet  docks  in  liOndon,  and  that  this  necessity  was  the  want  of 
*'  proper  accommodation  of  the  shipping  resorting  to  London."  The  port 
was  blocked  up,  the  quays  were  insufficient  for  the  business,  and  such  was 
the  cont"u>ion  and  crowd  that  the  most  bareficed  robberies  were  committed 
with  impunity.  We  have  not  yet  reached  this  state  of  things  in  New 
York,  b  it  if  what  we  read  and  hear  is  true,  there  is  a  great  existing  want 
of  wharf  accommodations  ;  and  there  is  also  a  great  deal  of  theft  along 
the  river  fronts,  to  prevent  which  it  has  been  requisite  to  establish  a  sepa- 
rate river  police. 


42  New  York  Harbor  Commission  Reports. 


To  some  extent,  then,  the  causes  which  first  drove  the  people  and  govern- 
ment of  London  to  the  construction  of  wet  docks  in  the  beginnino;  of  this 
century  have  appeared  here.  There  are  now  undoubtedly  frequent  com- 
plaints of  the  crowded  state  of  our  rivers,  of  delay  and  difficulty  in  pro- 
curing good  berths,  of  want  of  accommodation  for  discharging  cargoes,  of 
scarcity  and  distance  of  commodious  warehouses.  We  hear  these  com- 
plaints from  our  friends,  and  read  them  in  the  daily  journals.  And  these 
are  the  very  complaints,  according  to  Mr.  Jacob,  Avhich,  reaching  the  mer- 
chants, ship-owners,  and  government,  in  1790,  led  to  the  passage  of  the  act 
granting  power  to  build  the  West  India  docks,  the  first  in  London. 

There,  as  here,  great  difficulties  were  to  be  overcome  ;  difficulties  rela- 
ting to  private  property,  and  to  vested  rights  of  corporations.  Whnrf-owners 
Were  injured  ;  and  among  the  various  outcries,  none  probably  was  louder 
than  that  which  proceeded  from  those  who  profited  by  the  abuses  of  the 
existing  system. 

When  we  are  told  that  the  thieves  reaped  a  harvest  of  £150,000  annu- 
ally on  West  India  produce  alone,  we  should  not  be  surprised  to  learn  that 
they,  even,  advanced  their  own  private  interests  as  concerned  in  the  ques- 
tion. 

It  tasked  all  the  resources  of  the  supreme  intellect  and  power  of  Mr. 
Pitt  to  triumph  over  the  obstacles.  But  how  grand  and  beneficial  has 
been  the  influence  of  these  docks  (from  the  West  India  to  the  Victoria) 
upon  the  commercial  prosperity  of  London  !  Without  them,  her  progress 
must  have  been  seriously  impeded,  if  not  positively  arrested.  They  are  the 
receptacles  of  her  trade.  Into  them  is  poured  the  wealth  of  tae  world, 
which  but  for  them  mnst  have  found  elsewhere  a  place  of  deposit.  They 
are,  indeed,  the  means  as  weH  as  the  symbols  of  the  commercial  greatness 
of  the  city. 

Liverpool  also  owes  to  her  docks  her  rapid  rise  and  healthy  devf^lop- 
ment.  Bristol  and  Hull,  too,  testify  to  the  superior  advantages  of  enclosed 
docks  over  every  other  system.  But  all  these  places,  London,  Liverpool, 
Bristol,  LTulI,  differ  from  New  York  in  some  essential  respects  affecting 
this  question  of  docks — such  as  want  of  space,  rise  of  tide,  imperfect  an- 
chorage, bad  channels,  &c.  In  these  respects.  New  York  has  the  advan- 
tage. Docks,  consequently,  are  not  so  indispensable  in  her  case.*  We 
know,  for  example,  that  Liverpool  was  merely  a  fishing  town^  without 
foreign  tonnage,  when  her  docks  were  begun  in  1708. 

Up  to  this  time,  New  York  has  been  nearly,  if  not  quite,  independent  of 
this  assistance  ;  we  do  not,  therefore,  wish  to  exaggerate  their  present  im- 
portance, but  two  propositions  may  be  affirmed  of  wet  basins,  the  first  is, 
that  they  very  far  exceed  in  convenience  and  security  any  other  mode  cf 
conducting  business  ;  the  second  is,  that  they  have  invariably,  sooner  or 
later,  accompanied  a  great  development  of  commerce. 

With  regard  to  the  first  of  these  propositions,  we  are  to  consider  that 
docks  are  suitably  devised  to  insure,  by  a  systematic  arrangement,  all  the 
conveniences  and  facilities  for  executing  the  works  of  repair,  relitinent, 
loading  and  discharging  cargoes,  by  the  safest  and  most  rapid  means  ;  that 

*  "\V\'.  have  taken  all  our  examples  in  this  report  from  Great  Britain,  because  the^•  are  more 
fmiiliar.  Tlic  principal  harbors  of  the  Continent  -would  have  furnished  ccpially  appropriate 
illusLrations. 


New  York  Harhor  Commission  Beports. 


43 


they  prevent  delays  and  injury  to  vessels  and  their  loading,  by  protection 
from  weather,  ice,  and  strong  tideways ;  that  they  lessen  the  cost  of  loadhig 
and  unloading,  b}'  decreasing  the  wear  and  tear  of  vessels,  by  saving  in 
wages  and  provisions  ;  that  they  avoid  the  lo?s  of  property  by  means  of  a 
more  perfect  police.  What  expedients  can  take  the  place  of  wet  docks, 
with  their  spacious  quays,  their  workshops,  their  stores,  their  yards,  and 
their  accumuhited  means  of  regulating  and  economizing  time,  hibor,  and 
expense,  in  every  department  of  the  diversified  operations  of  preparing  a 
vessel  for  sea,  of  securing  her  for  a  permanent  stay  in  port,  of  disposing  of 
her  freight,  and  of  remedying  her  defects? 

And  with  regard  to  the  second  proposition,  we  are  not  only  to  look  to 
the  examples  of  the  Old  World,  some  few  of  which  have  been  cited,  but 
we  are  to  consider  that  it  is  hardly  possible  to  form  a  conception  of  a 
harbor,  which,  in  its  natural  state,  would  possess  the  requisite  facilities  for 
conducting  expeditiously  and  securely  the  busin*^ss  of  a  great  commerce. 

Among  the  harbors  of  the  world  none  exceed  New  York,  and  but  few 
can  compare  with  it  in  beauty  and  commodiousness.  Its  wide-spreading 
bays,  its  roomy  and  deep  channels,  its  numerous,  long,  and  well-washed 
water  fronts,  are  the  suitable  and  ample  provisions  of  nature  for  its  ad- 
vancing trade.  But  immense  as  this  harbor  is,  there  is  a  limit  to  its  ca- 
pacity, and  to  what  may  be  called  its  natural  resources.  The  system  of 
wet  basin  must  be  adopted  sooner  or  later  even  here. 

If  this  is  admitted,  and  it  be  further  considered  how  much  they  add  to 
method  and  despatch,  which  are  the  living  principles  of  business,  it  will, 
we  think,  be  deemed  no  more  than  prudent  to  begin  now  to  recognize  the 
expediency  of  adopting  them,  and  of  conserving  such  spaces  as  may  yet 
be  easily  and  cheaply  used  in  their  construction,  of  guarding  against  the 
possible  future  necessity  of  excavating,  as  in  London,  the  inhabited  land, 
at  an  enormous  cost,  to  make  room  for  the  shipping. 

In  discussing  so  vast  a  subject  as  the  trade  and  commerce  of  our  com- 
mercial metropolis,  we  are  not  to  govern  our  views  by  the  New  York  of 
to-day,  but  by  the  New  York  of  to-morrow  or  next  day,  the  New  York  of 
fifty  or  a  hundred  years  hence. 

Taking  the  present  ratio  of  increase  as  our  guide,  how  far  must  we 
extend  our  sight  into  the  future,  to  discern  in  New  York  an  amount  of 
commerce  equal  to  that  of  London  at  this  day?  And  before  the  com- 
merce of  New  York  has  increased  to  this  extent,  docks  will  have  become 
absolutely  indispensable,  not  only  on  account  of  their  economical  disposal 
of  spac  e,  but  on  account  of  their  economical  distribution  of  time  and  labor. 
It  is  desirable,  then,  that  we,  by  proper  prudential  measures,  should  pre- 
vent the  evils  and  expense  to  which  London  has  been  subjecied,  and  at  the 
same  time  it  must  be  remembered  that  the  question  is  actually  to  be  settled 
now,  at  least  for  a  time.  If  the  o^)Ln  spaces  referred  to  are  not  kept  for 
basins,  they  will  be  occupied  in  some  other  way  ;  the  owners  of  the  ad- 
joining estates  may  justly  expect  that  they  will  be  permitted  to  improve 
their  property  in  some  manner  and  direction. 

What  we  have  hitherto  said  concerning  docks  is  independent  of  some  re- 
cent changes  which  have  materially  altered  the  commerce  of  the  seas,  the 
business  of  ports,  and  the  internal  trade  through  rivers  ;  we  mean,  of 
course,  the  improvements  in  naval  architecture,*  the  changes  in  commerce 

*  See  Appendix  to  this  Report,  p.  48. 


4i 


N^iiu  Yoi\z  Harbor  Commission  Reports. 


which  produced  these  iinprovement'<,  the  employment  of  steam-tugs  iti  har- 
bors, and  of  steam  tow-boats  in  rivers.  All  these  are  the  etfieient  causes  of  a 
celeiity  and  despatch  in  the  transmission  of  merchandise,  in  the  inter- 
change of  commerce,  and  in  the  transaction  of  business,  far  exceeding  any- 
thing before  known.  And  they  need  wet  basins  as  their  only  sulhcient 
aids,  as  the  subservient  instruments  of  that  expedition  to  whicli  they  all 
conduce,  as,  indeed,  complemental  parts  of  a  whole. 

If  vessels  or  freight-boats  are  not  provided  with  immediate  facilities  for 
discharging  their  burdens  when  they  reach  their  place  of  destination,  if 
they  are  obliged  to  wait  in  the  stream,  or  to  unload  without  suitable  con- 
veniences, all  the  other  means  of  haste  would  seem  to  be,  in  a  measure, 
thrown  away. 

This  is  a  view  which  need  not  be  enlarged  upon.  The  whole  scope  of 
the  argument  is  seen  at  a  glance.  It  is  not,  however,  the  less  weighty  on 
this  account.  To  all  this  it  may  be  added,  that  the  exposure  of  the  city 
water  front  on  the  North  river  to  the  wind  and  to  ice  is  such,  that  wet 
basins  would  be  even  more  useful  hero  than  in  some  better  protected  parts 
of  the  city. 

But  our  purpose  is  rather  to  engage  the  public  mind  upon  this  subject, 
than  to  endeavor  to  control  its  action  by  the  force  of  our  own  reasoning. 
We  have  presented  here  some  of  tlie  facts  and  considerations  which  long 
experience  on  the  other  side  of  the  Athuitic  iias  abundantly  supplied,  and 
which  are  within  the  reach  of  every  inquirer.  They  are  not  facts  and 
considerations  brought  together  or  invented  for  effect,  but  they  are  derived 
and  dediiced  from  the  practice  of  a  great  comme-rcial  nation,  and,  when 
rightly  estimated,  they  lead  to  the  conclusion  that  the  business  of  New 
York  cannot  much  longer  be  carried  on  as  now,  but  will  require  a  system 
of  wet  basins,  built  with  materials  and  upon  a  plan  commensurate  with 
the  opulent  resources  of  the  state  and  city,  and  the  stableness  of  tL^ir 
prosperity. 

Altliough  we  have  abstained  from  entering  into  any  details  concerning 
the  docks,  we  have  not  failed  to  form  deliniie  ideas  upon  tli^ir  mode  of 
construction  in  certain  respects.  We  think,  for  example,  that  the  walls  of 
these  basins  should  be  built  upon  stone  piers  connected  by  stone  arches, 
under  which  the  water  will  have  free  passage  ;  that  the  enclosing  and  par- 
tition walls  should  be  wide  enough  to  afford  spacious  quays  and  ample 
room  for  storehouses  ;  and  that  the  exterior  wall  shoidd  have  a  sufficient 
number  of  communications  with  the  harbor  or  river  to  prevent  the  inter- 
ference of  vessels  or  freight  boats  with  each  other,  while  entering  and  leav- 
ing. On  the  North  river  front,  the  system  of  Ixisins  may  be  uniform  and 
comprehensive,  and  so  distributed  in  parts,  that  it  can  be  conveniently  con- 
structed to  any  extent,  however  limited  or  however  enlarged,  that  the 
actual  wants  of  the  time  may  demand. 

GENERAL  EEMARKS. 

It  is  apparent,  from  the  papers  we  have  read  in  connection  with  this 
subject,  especially  from  the  very  able  l  eport  of  the  committee  of  the  legis- 
lature of  February,  ltSo4,  and  also  from  the  a[)pointment  of  the  present 
commission,  that  the  apprehensions  excited  in  the  public  mind  by  the  en- 


Neio  York  Harhor  Commission  Reports. 


45 


croacbraents  upon  the  harbor  bave  reached  a  crisis.  And  certainly  it  is  a 
matter  for  the  gravest  astonishment,  that  the  preservation  of  this,  the  very 
source  and  foimtain  of  the  great  Aveahh  and  development  of  the  state,  and 
the  chief  depot  of  all  the  commerce  of  the  United  States,  should  have 
been  utterly  abandoned,  sometimes  to  the  hands  of  ignorance  and  some- 
times of  cupidity.  One  would  have  thought  tliat  the  examples  of  the 
fatal  consequences  of  such  neglect  in  Great  Britain,  exposed  by  engineers, 
and  published  in  the  fullest  details  among  the  reports  of  the  House  of  Com- 
mons, might  have  served  as  a  warning. 

AVe  may  well  exclaim,  with  the  writer  of  tbe  report  above  alluded  to, 
against  "the  infliction  of  a  great  public  wrong,  the  criminality  of  local 
suicide,"  involved  in  this  neglect.  AVe  cannot  exhaust  our  wonder,  how- 
ever much  we  vary  or  multiply  the  expression  of  it. 

Occupying  a  position,  in  relation  to  his  branch  of  science,  which  is  per- 
fectly understood  in  the  scientific  conmiunity,  having  no  local  or  personal 
interests  in  view,  we  venture  to  speak  boldly  in  this  matter.  Indeed,  we 
regard  it  rs  our  highest  duty  to  do  so.  Accord inglyj'we  unite  with  the 
memorialists  cf  the  Merchants'  Exchange,  and  the  majority  of  the  co-n- 
mittees  on  commerce  and  navigation,  in  condemning  the  irresponsible 
course  which  has  hitherto  been  pursued  in  relation  to  the  harbor,  and  in 
approving  the  appointment  of  a  responsible  body,  like  the  present  com- 
mission ;  to  the  end  that  "  what  remains  of  the  harbor  may  be  preserved 
for  the  benefit  of  the  increasing  commerce  of  the  port."  We  go  farther, 
and  say  that,  in  our  judgment,  this  commission,  or  one  similarly  consti- 
tuted and  invested  VN-ith  similar  powers,  should  be  continued  until  some 
permanent  plan  of  supervision  and  control  over  the  watei-s  of  the  city  of 
New  York  alone,  or  over  all  the  tidal  waters  of  the  state  together  (as  in 
Great  Britain),  has  been  matured  and  carried  into  execution. 

It  is  neither  necessary  nor  expedient  that  the  members  of  such  a  general 
commission  should  be  professional  engineers.  In  the  exercise  of  its  judi- 
cial as  well  as  its  executive  functions,  it  can  call  in  and  consult  engineers, 
like  other  experts  ;  and  an  engineer  may  always  be  appointed  as  special 
commissioner  to  the  supervision  of  works  in  actual  progress,  under  the 
authority  of  the  commission  of  the  state. 

AVith  a  commission  advisedly  constituted  like  the  present,  exercising 
supreme  superintendence  under  the  laws,  over  the  tidal  waters  of  the  state, 
and  making  an  annual  report  of  its  decisions  and  doings  to  be  submitted 
to  public  examination  and  criticism,  no  further  injuiy  could  accrue  to  the  har- 
bor. If,  through  an  eiTor  in  judgment  or  other u'ise,  anv  were  contemplated, 
it  M'ould  be  known  by  the  report,  and  when  known  would  be  arrested. 
There  would  no  longer  be  occasion  to  apprehend  that  this  great  commer- 
cial avenue  would  in  any  manner  be  destroyed  or  abridged. 

We  began  these  remarks  by  saying  that  a  crisis  has  occurred  in  the 
public  anxiety  concerning  New  York  harbor.  This  crisis  and  its  results 
remind  us  of  the  agitation  of  the  public  mind  occasioned  by  the  removal 
and  rebuilding  of  the  old  and  new  London  bridges  twenty-five  years  ago. 

It  was  feared  at  that  time,  as  it  is  in  this  instance,  "that  an  increased 
velocity  in  tiie  river  would  impede  rather  than  accelerate  the  navigation, 
as  wherries  and  small  craft  could  not  stem  the  current,"  the  old  bridge 
acting  as  a  bar  to  check  the  velocity  of  tl;e  river  both  ways.  (George  Kennie.) 


46 


Neio  York  Harbor  Commission  ReporU 


It  was  maintained  on  the  other  hand,  that  the  increased  velocity,  as- 
sisted by  dredging  the  hard  places,  would  very  soon  reduce  the  channel  to 
its  ancient  depth."  (Ibid.) 

The  latter  assertion  was  verified  to  its  fullest  extent.  The  increase  in  ve- 
locity created  in  the  Thames  by  the  removal  of  an  obstruction,  is  caused 
in  our  harbor  by  narrowing  the  tideways  of  the  rivers  by  means  of  artifi- 
cial constructions.  This  principle  of  increased  velocity  is,  with  some 
modification  of  language,  enunciated  by  Castelli  in  the  two  following 
propositions : 

First,  that,  in  a  stream  regarded  as  in  a  state  of  permanence,  the  quan- 
tity of  water  which  passes  through  all  its  sections  in  equal  spaces  of  time 
will  be  equal.  Secondly,  that  the  medium  velocities  in  the  different  sec- 
tions will  be  reciprocally  proportioned  to  the  area  of  the  sections. 

Now  there  is,  no  doubt,  good  ground  for  the  apprehension  that  an  undue 
increase  of  velocity  will  interfere  with  navigation.  To  avoid  this  evil  is  a 
well-known  rule  of  conduct  with  intelligent  engineers.  We  are  to  treat 
the  channels  of  harbors,  particularly  where  they  wash  the  piers  or  quays  of 
the  city,  or  divide  populous  shores,  as  great  thoroughfares  in  which  the 
necessities  and  conveni  nee  of  those  who  do  business  in  small  boats  are  to 
be  cared  for,  as  well  as  of  those  who  sail  in  lofty  ships.  But  at  the  same 
time  we  are  not,  in  our  obedience  to  this  fundamental  principle,  to  overlook 
the  absolute  utilities  of  the  harbor.  We  are  not  to  forego  docks,  wiiarves, 
piers,  &c.,  the  very  means  and  instruments  by  which  the  use  of  the  harbor 
is  established,  because  "  wherries  and  small  craft  cannot  stem  the  current" 
caused  by  narrowing  the  river.  There  is,  then,  on  the  one  hand,  a  certain 
latitude,  and  on  the  other  a  certain  restriction,  and  between  these  lie  the 
true  limits  of  construction.  What  these  limits  are  must  form  a  special 
investigation  in  each  separate  port.  In  such  an  extraordinary  case  as 
Bristol,  the  processes  of  nature  are  too  violent  to  be  subjected  to  any  re- 
straint ;  this  is  one  extreme.  A  harbor  with  comparatively  little  tide,  as 
where  the  co-tidal  lines  converge  to  the  solent  sea,  is  in  the  other.  New 
York  is  a  case  between  these,  and  one  in  which  the  engineer  would  have 
found  the  fairest  field  for  the  exercise  of  his  judgment,  if  he  had  been  called 
in  in  season. 

Let  us  inquire,  however,  how  much  mischief  has  been  done  to  this  har- 
bor, "  the  gift  of  Providence. "  The  inquiry  will  perhaps  tend  to  allay 
the  public  anxiety.  The  point  which  has  suffered  most  from  encroach- 
ments, is  the  "  reach"  of  the  East  river  between  Fulton  ferries,  the  Navy- 
yard  and  Corlcar's  Plook.  Oar  observations  will  be  confined  to  this 
space.  The  greatest  velocity  of  the  tide  stream  is  at  the  second  quarter  of 
the  flood,  when  it  reaches  a  maximum  of  422  feet  per  minute,  or  4.8 
miles  per  hour,  which  has  an  average  duration  of  fifty  minutes.  The 
mean  of  this  quarter  of  the  flood  and  the  same  periods  of  the  ebb  is  4.2 
and  4.0  m.  per  hour.  The  means  of  the  first  and  fourth  quarters  arc,  oi' 
course,  le?s.  In  order  to  appreciate  these  numbers,  we  will  compare  New 
York  harbor  with  the  Thames.  I^etwcen  Southwark  and  New  London 
brid  ges,  the  greatest  velocity  of  the  tidal  current  is  343  feet  per  minute,  or 
3.903  miles  per  hour  on  tiic  quickest  ebb.  This  measurement  was  made 
in  1833,  two  years  previously,  that  is,  before  the  masonry  and  starlings  of 
the  old  London  bridge  had  been  removed,  the  velocity  on  the  quickest  ebb 


Neiu  York  Harbor  Commission  Reports.  47 


was  489  feet  per  minute  or  5.560  miles  per  hour.*  In  the  same  phicc  on 
the  flood  the  velocity  is  287  feet  per  minute  or  3.2G4  miles  per  hour.  In 
1831  it  was  3.777  miles  per  hour.  The  present  average  velocities  of  the 
river  Thames,  between  Southwark  and  New  London  bridges,  are  on 

The  first  of  flood   1.779  miles  per  hour. 

The  last  of  flood   2.891 

The  first  of  ebb   3.609 

The  last  of  ebb   3.263 

We  have  taken  in  the  Thames,  as  in  our  own  rivers,  the  places  where 
the  tide  is  most  rapid  in  its  flow,  and  we  have  kept  our  inouiries  simply  to 
velocity,  that  being  the  only  element  in  question. 

By  this  comparison  we  learn  that  the  average  velocity  of  the  tidal  cur- 
rent in  the  narrowest  channel  does  not  much  exceed  that  of  the  port  of 
London  ;  that  there  is,  however,  a  period  of  fifty  minutes  duration,  during 
which  the  velocity  is  considerably  greater  ;  but  that  this  period  is  really  so 
brief,  that,  even  if  the  current  were  stronger,  it  would  hardly  present  any 
serious — anything  more  than  a  temporary — -obstruction  to  business. 

The  navigation  of  the  North  and  East  rivers  is  incommoded  somewhat 
by  the  \elocity  of  the  current,  but  it  is  still  open  and  free.  And  in  the 
march  of  improvements  the  employment  of  steam  ferr3'-boats  as  the  almost 
universal  means  of  individual  transit,  and  of  steam-tugs  and  tow-boats  for 
the  movement  of  vessels,  has  reduced  this  inconvenience  to  its  minimum. 

And  we  are  now  to  look  at  the  other  view  of  the  subject,  and  to  take 
into  account  the  benefits  arising  from  this  rapidity  of  the  tidal  stream. 

"  The  secret"  says  Fazio,  m  his  work,  SuR  le  meilleur  systeme  de 
CONSTRUCTION  DES  PoRTS  (translated  from  the  Italian  by  JM.  Lemoyne), 

of  preserving  the  depth  of  the  luaters  in  harbors  is  always  the  same  :  it  con- 
sists less  in  diminishing  than,  in  increasing  the  strength  of  the  currents.^'  (The 
italics  are  the  author's)  In  this  very  velocity  of  the  tide-stream  in  New 
York  harbor  we  have  the  most  perfect  security  for  the  maintenance  of  the 
channels  in  a  permanent  state  of  usefulness.  Thus  much  we  say  in  pass- 
ing, to  quiet  any  apprehensions  as  to  the  preservation  of  the  harbor  that 
may  have  been  diffused  by  the  very  earnest  remonstrances  and  appeals 
from  the  highest  sources  against  further  encroachments. 

We  by  no  means  intend  to  complain  of  the  language  of  these  papers. 
On  the  contrary,  its  force  and  warmth  were  suited  to  the  occasion — an 
occasion  not  to  be  exceeded  in  importance.  They  were  necessary  to 
awaken  public  attention  to  the  possibly  irremediable  evils  which  threatened. 
In  short,  as  we  have  said  before,  it  was  a  crisis — and  durin";  such  a  crisis 
of  opinion,  the  worst  that  can  be  dreaded  is  the  thing  to  be  exposed. 

Among  the  maps  before  us  is  one  containing  the  original  shore-line,  thus 
showing  the  extent  of  the  encroachments  on  the  beds  of  the  rivers.  Some 
writers  on  these  encroachments  seem  to  us  to  be  indiscriminate  in  their 
mode  of  speaking.  They  appear  to  treat  all  invasions  of  the  water  area 
as  positively  injurious.  This  is  a  mistake.  The  filling  up  of  low  and 
shallow  places,  the  drainage,  the  occupation  of  mere  midlands,  the  build- 
ing out  of  piers — all  constitute  a  unlver.-al  mode  of  grow;h  for  places  situ- 
ated like  New  York.    Not  only  is  it  universal,  but  if  propcrlv  managed,  safe. 

*  AVliile  the  rapidity  of  the  current  was  diminished  in  this  jxirticular  pUice  by  the  removal 
of  the  old  London  bridge,  its  rate  was  in  general  increased  throughout  tlie  river  below. 


48 


New  York  Harbor  Commission  Reports. 


"  Wc  may  with  safety  gain  upon  the  hollow  shore,"  says  Hale  ;  and 
that  is  where  the  gain  has  been  principally  made.  To  regret  th:it  wc  have 
not  the  shoreline  of  1750,  is  to  wish  away  the  commerce,  the  wealth,  the 
wonderful  growth  of  the  city.  More  tlian  a  century  and  a  half  ago,  ap- 
plications were  made  by  the  city  of  London  to  the  board  of  admiralty 

for  the  preservation  of  the  river  Thames" — giving  "  reasons  against  the 
patents  for  licensing  encroachments,"  &c.,  and  saying  that  '*  if  that  river 
were  spoiled,  the  great  trade  of  England  would  b3  transplanted,  not  to 
other  seaports  in  England,  but  to  foreign  parts."  These  applications,  like 
the  memorial  from  the  Merchants'  Exchange  and  the  report  of  the  legisla- 
tive committee,  may  have  been  the  words  in  season  which  prevented  any 
further  injury  to  the  port  in  this  way.  If,  one  hundred  and  fifty  years 
hence,  the  present  condition  of  the  harbor  of  New  York  and  the  means 
taken  to  insure  its  preservation  should  be  remembered,  we  have  no  doubt 
that  the  splendor  and  prosperity  of  this  city  then,  like  those  of  London 
now,  will  prove  that  we  of  the  present  generation  have  not  been  negligent 
of  the  great  interests  which  we  hold  in  trust  for  posterity. 

In  a  future  report  we  may  undertake  to  give  a  scientific  account  of  the 
harbor  of  New  York.  The  special  objects  of  this  report  have  carried  us 
in  other  directions. 

We  have  the  honor  to  be,  very  respectfully,  your  obedient  ssrvants, 

Jos.  G.  TOTTEX, 

A.  D.  Bache, 
CiiAHLES  IIknky  Davis. 


APPENDIX  TO  THE  EEPORT  OF  THE  ADVISORY  COUNCIL  OF  THE 
NEW  YOEK  HAEBOR  COMMISSION  DATED  DECEMBER  29,  1855. 

GENERAL  TOTTEN,  ) 
PROFESSOR  BACHE,  \  Council 
CAPTAIN  DAVIS,  ) 

In  our  report,  we  have  adhered  strictly  to  the  special  topics  assigned  by 
the  instructions  of  the  commission  ;  which  are,  exterior  lines  of  construc- 
tion, and  the  accommodation  of  shipping.  To  wliat  it  was  necessary  or 
expedient  to  say  concerning  these,  we  have  only  added  one  word  of  gen- 
eral remark,  to  allay  apprehension  as  to  the  ultimate  safety  of  the  harbor. 
If,  however,  we  have  refrained  from  going  beyond  these  topics,  it  has  not 
been  for  want  of  matter.  New  York  harbor,  in  all  its  various  connections 
with  the  commerce  and  defence  of  the  country,  has  been  frequently  brought 
before  us  in  the  course  of  our  public  duties.  We  have  had  occasion,  too, 
to  investigate  its  resources,  and  the  changes  it  has  undergone  tln-ough  the 
operation  of  natural  causes.  The  information  collected  in  this  manner  has 
been,  in  part,  already  given  to  the  public  ;  that  which  remains,  or  which 
may  be  obtained  liereafter,  will  also  be  communicated  when  properly 
digested. 

Among  the  objects  which  have  engaged  the  attention  of  the  coast  sur- 
vey, and  entered  into  its  reports  concerning  Ncav  York  harbor,  tliere  is 
not  one  which  exceeds  in  importance  the  improvement  of  the  Ildlgate 
passage. 

In  January,  18-18,  the  Chamber  of  Commerce  of  New  York  appointed 


Neio  York  Harbor  Commission  Iteports.  49 

H  committee  to  make  application  to  Congress  for  an  appropriation  to  re- 
move tlio  obstructions  to  navigaLion  at  Hellgate,  in  the  E.ist  river. 

Their  first  step  was  to  ask  of  tlie  superintendent  of  the  coast  survey  a 
plan  of  the  Gate  and  its  vicinity. 

The  superintendent  directed  one  of  the  hydrographic  chiefs  to  make  an 
examination  of  the  ground,  for  three  purposes  : 

1.  Tiie  vet  ilication  of  certain  important  points. 

2.  An  inquiry  into  the  navigation  of  Hellgate,  and  the  nature  of  its 
difficulties. 

3.  The  study  c  f  t'lC  improvement  of  the  Hellgate  p:i-snge. 

On  the  29th  oi  February,  the  superiiitendent  transmitted  to  Schu}la* 
Livhigston,  Esq.,  chairman  of  the  committee,  the  results  of  the  examina- 
tion, which  comprised  a  plan  of  Hellgate  and  its  vicinity,  and  sugges- 
tions as  to  the  necessity  and  the  practicable  means  of  lessening  the  dan- 
gers belonging  to  the  navigation  of  these  passages. 

These  suggestions  were  approved  and  adopted  by  the  chamber,  and 
were  subsequently  repoi'ted  by  the  committee  on  naval  affairs  of  the  House 
of  Representatives  of  the  United  States,  and  printed.  Some  of  the  sug- 
gestions have  b  en  partially  carried  out,  in  the  blasting  of  Pot  rock,  &c. 

We  recommend  that  this  mode  of  improvement  be  extended  still  further, 
and  that  means  be  taken  for  putting  into  immediate  execution  the  other 
parts  of  the  plan,  with  such  modifications  and  additions  as  upon  firnher 
examination  may  appear  requisite. 

These  papers  are  to  be  found  in  the  Appendix  to  the  coast  survey  report 
for  the  year  1848,  Nos.  10,  11,  12,  13  ;  pp.  92,  et  sec,  Ex.  Doc.  No.  13. 
We  desire  that  they  be  considered  as  forming  a  part  of  this  Appendix  ;  and 
we  accordingly  send  herewith  copies  of  them. 

Since,  however,  the  papers  referred  to  were  written,  a  further  increase 
in  the  size  of  ships  has  taken  phice  ;  and  there  is  now  about  to  be  launched 
from  the  shipyard  of  Mr.  J.  Scott  Russel,  on  the  Isle  of  Dogs,  a  vessel 
which  cannot  enter  tlie  harbor  of  New  York,  because  there  is  not  ivater 
enough  on  the  bar  at  Sanclj  IIoolc.  But  this  vessel  could  enter  the  harbor 
through  Hellgate  and  its  neighboring  passages,  there  being  more  than  ivater 
enough  in  them — provided  the  Gate  were  improved,  and  rendered  secure,  by 
the  means  pointed  out  in  the  coast  survey  papers.  The  question  is  then 
simply  this,  shall  there  be  a  vessel  or  vessels  employed  in  the  trade  of  the 
world  which,  for  want  of  water,  cannot  enter  the  port  of  New  York,  thus 
making  New  York  a  second  class  port?  or  shall  it  be  said  that  there  is  no 
vessel  now  built,  or  likely  to  be  built,  which  cannot  enter  New  York,  with 
so  much  water  to  spare  e\  en  that  the  capacity  of  the  port  and  its  title  to 
be  numbered  among  the  fir.-t  class  can  never  be  doubted  ? 

This  is  a  question  involving  reaWies  which  no  artifice  of  language  can 
magnify.  We  leave  it  as  it  now  st;inds,  merely  adding,  that  the  cost  of 
these  improvements  is  small  compav'^d  with  the  result :  and — as  a  further 
motive  to  their  accomplishment — that  there  is  in  the  East  river,  at  a  dis- 
tance from  Battery  place  of  eight  miles  (one  half  the  distance  to  Sandy 
Hook),  a  roadstead  in  every  way  superior  to  tluit  of  Sandy  Hook  bay. 

Jos.  G.  TOTTEN, 

A.  D.  Bache, 

Washington,  D.  C,  Januarj  3,  1856.        Charles  Heney  Davis. 

4 


50 


Neio  York  Harbor  Commission  Bcjoorts, 


COAST  SURVEY  PAPERS,  ACCOMPANYING  APPENDIX  TO  REPORT  OF 
ADVISORY  COUNCIL  ON  NEW  YORK  HARBOR,  WASHINGTON,  D.  C, 
JANUARY  3,  1856. 

Letter  of  Prosper  M.  Wetmore,  Esq.,  Secretary  of  the  Chamber  of  Commerce  of  New 
York,  to  Professor  A.  D.  Bache,  Superintendent  of  the  Coast  Survey,  relative  to 
the  Repon  of  Lieutenant  Commanding  Chcuies  H.  Davis,  U.  S.  Navy,  Assistant  in 
the  Coast  Survey,  on  Hdlgate,  and  the  accompanying  Chart. 


Sir  :  I  am  directed  to  tender  to  you  the  thanks  of  this  chamber  for  your 
kindness  in  transmitting  to  the  select  committee,  appointed  to  report  upon 
the  expediency  of  improving  the  navigation'  of  the  East  river,  a  chart  of 
Hellgate  and  its  vicinity.  The  thanks  of  the  chamber  are  also  tendered 
to  Lieutenant  Davis,  for  the  able  suggestions  upon  the  subject  before  the 
committee,  contained  in  his  letter  transmitted  through  you. 

I  am,  sir,  very  respectfully, 

Your  obedient  servant, 

Prosper  M.  Wetmore, 
Professor  A.  D.  Bache,  Secretary. 
SujjH  U.  S.  Coast  Survey,  Washington. 

Report  of  a  Committee  of  the  Chamber  of  Commerce  of  Nm  York,  and  Resolutions 
adopted  by  the  Chamber  in  Regard  to  the  Information  derived  from  the  Coast 
Survey  Chart  of  Hellgate. 

The  committee  api^olnted  on  the  subject  of  applying  to  Congress  for  an 
appropriation  to  remove  the  obstructions  to  navigation  at  Hellgate,  in  t\.: 
East  river,  report:  That,  as  they  wanted  all  the  facts  before  them,  before 
reporting  to  the  chamber,  they  applied  to  the  superintendent  of  the  coast 
survey  for  a  plan  of  the  Gate  and  vicinity,  who  promptly  directed  an 
officer  to  re-examine  the  ground  and  furnish  a  plan,  which  has  been  done, 
and  is  now  before  the  chamber,  with  a  report  for  its  adoption. 

The  committee  recommend  the  adoption  of  the  following  resolutions  : 

Resolved,  That  the  plan  of  improvement  of  Hellgate,  as  recommended 
by  Lieut.  Charles  H.  Davis,  of  the  United  States  coast  survey,  in  the  ac- 
companying letter,  is  not  only  full  and  minute,  but  in  the  opinion  of  tlie 
chamber,  will  materially  diminish  the  dangers  of  the  navigation  of  Hell- 
gate, and  that  it  is  due  to  the  immense  commerce  on  the  route  that  imme- 
diate action  should  be  taken  to  carry  out  this  purpose. 

Resolvedy  That  this  report  be  sent  to  the  Committee  of  Naval  Affairs  of 
the  House  of  Representatives,  asking  that  the  subject  may  be  early  acted 
on  by  the  present  Congress. 

Resolved,  That  the  thanks  of  the  chamber  be  presented  to  Professor 
Bache,  superintendent,  and  Lieut.  C.  H.  Davis,  United  States  navy, 
assistant  United  States  coast  survey,  for  the  promptitude  and  intelligence 
with  which  they  have  carried  out  the  wishes  of  this  chamber. 


Chamber  of  Co:mmerce, 
New  York,  March  6,  1848. 


New  York  Harbor  Commission  Re]3orts. 


51 


Report  of  Lieutenant  Commanding  Cliarles  H.  Davis,  United  States  Navy,  Assist- 
ant in  the  Coast  S2orveij,  to  tlie  Superintendent,  on  his  Examination  of  HeUgafe, 
'    near  New  York. 

Office  of  the  Coast  Survey,  > 
Washington,  Feb.  15,  1848.  ] 

Dear  Sir  :  In  compliance  with  your  instructions  I  have  made  an  ex- 
amination of  the  Hellgate  passage,  for  the  purpose  of  verifying,  as  flir  as 
the  short  season  and  short  time  will  allow,  the  records  of  the  othce,  and  of 
inquiring  into  the  best  means  of  improving  this  important  channel. 

That  it  is  very  desirable  to  make  such  improvements  as  will  lessen,  or 
altogether  remove,  the  hazard  attending  the  ordinary  navigation  of  lich- 
gate, will  not  be  disputed  when  it  is  remembered  that  a  very  Luge  por- 
tion of  the  vast  fleet  of  coasting  vessels  that  go  to  New  York  and  up  the 
North  river  pass  this  route,  and  that  it  is  the  hourly  resort  of  steamboats 
crowded  with  pasiscngers,  and  carrying  the  most  precious  freight. 

Of  the  sailing  vessels  that  enter  the  Hellgate  passage  it  is  estimated 
that  one  in  fifty  sustains  more  or  less  injury,  by  being  forced  by  the  vio- 
lence of  the  currents  on  the  rocks  or  shoals,  and  the  accident  to  the  Oregon, 
which  nearly  proved  fatal  to  her  passengers,  shows  that  even  steam- 
boats, with  a  motive  power  that  keeps  them  under  perfect  control,  and 
guided  by  most  experienced  pilots,  are  not  secure  from  peril.  Such  an  im- 
provement in  the  channels  of  Hellgate  as  would  render  them  navigable 
to  vessels  of  all  classes  under  common  circumstances,  would  supply  to  the 
commerce  of  New  York  a  new  outlet  to  the  sea,  and  in  a  different  direc- 
tion from  the  harbor  channels,  and  available  when  these  were  temporarily 
closed  by  adverse  winds,  or  other  causes,  and  would,  therefore,  be  a  per- 
manent and  valuable  resources  both  for  vessels  outward  bound  and  for 
those  returning  home. 

But  a  still  more  serious  consideration  is  that  of  the  increased  facilities 
for  naval  defence  which  this  improvement  would  afford.  In  the  event  of 
a  rupture  with  a  naval  power,  there  can  be  no  doubt  that  the  attempt  of 
the  last  war  to  ravage  the  shores  of  Long  Island  will  be  repeated.  The 
means  of  resisting  or  preventing  such  hostilities  must  be  drawn  chiefly 
from  New  York ;  and  if  the  Hellgate  passage  be  made  secure,  not  only 
our  largest  men-of-war,  but  our  steamboats  of  a  superior  class,  which,  on 
such  an  occasion,  would  be  armed  for  the  purpose  of  defence,  would  be  at 
once  enabled  to  hasten  to  the  scene  of  danger. 

The  steamboats  are  now  constantly  passing  through  Hellgate,  but  the 
difficulties  of  the  passage  to  them  would  be  seriously  increased  if  they 
were  pressed  down  by  a  naval  armament  and  equipped  for  action. 

During  the  war  with  Great  Britain,  our  frigates  were  blockaded  in  the 
harbor  of  New  York,  which  could  not  have  been  the  case  if  the  Hellgate 
passage  had  been  open.  Commodore  Decatur  ventured  to  cany  his 
squadron  through,  but  with  such  risk  that  the  attempt  with  a  frigate  was 
only  made  once  afterward,  notwithstanding  the  constantly  recurring  ne- 
cessity. The  removal,  therefore,  of  the  obstructions  to  the  safe  navigation 
of  Hellgate,  is  recommended  by  a  regard  to  the  foture  naval  defence  of 
the  country 

Tlie  dangers  in  this  channel  arise  from  the  great  strength  of  the  cur- 
rents, and  the  number  and  positions  of  the  rocks  and  reefs.     The  strength 


52 


New  York  Harbor  Commission  Reports. 


of  the  current  is  such,  that  sailing  vessels  can  only  stem  its  fv  rcc  or  escape 
from  it  by  a  commanding  breeze  ;  but  as  the  main  course  of  the  flood  tide 
keeps  the  middle  of  the  eastern  channel,  it  is  most  secure  for  vessels  which 
are  coming  from  the  westward  with  the  tide,  to  place  themselves  in  the 
middle  of  the  stream  and  follow  its  direction.  They  are  thus  carried 
through  safely.  This  plan,  however,  is  inadmissible  for  any  but  small 
vess4s,  on  account  of  two  rocks,  the  Pot  and  the  Fryingpan,  which  lie 
in  or  very  near  the  mid-channel,  are  in  the  way,  both  going  to  the  ea'^t- 
ward  and  westward,  and  have  but  little  water  on  them  at  low  tide. 

Ttierc  is  also  a  reef,  called  Way's  reef,  which  lies  in  the  course  followed 
by  steamboats  principally,  when  commg  from  the  eastward  against  a  strong 
flood.  It  is  their  custom  to  keep  close  round  Pot  cove,  and  run  up  under 
Hallet's  point,  by  which  they  avoid  the  strength  of  the  flood.  In  this  part 
they  find  an  eddy  current  in  their  favor. 

Hut  on  the  ebb  the  greatest  danger  arises  from  the  divergence  of  the  cur- 
rent at  a  point  marked  A  on  the  sketch,  where  the  ebb  tide  branches  off 
into  three  directions,  to  take  the  course  of  the  three  channels :  the  main 
south  channel,  the  middle  channel,  and  the  eastern  channel.  The  safe 
navigation  depends  here  upon  deciding  sufficiently  soon,  at  the  point  of 
separation,  which  channel  shall  be  taken,  and  the  neglect  to  do  this,  or  a 
loss  of  control  over  the  vessel  for  any  reason,  frequently  results  in  being 
carried  on  the  Gridiron. 

When  a  vessel  that  has  attempted  the  eastern  channel  finds  herself  car- 
ried toward  the  Gridiron,  her  only  chance  for  safety  is  to  run  for  the 
middle  channel,  which  is  narrow,  and  made  precarious  by  the  middle  reef, 
the  outer  rock  of  which  is  the  Negro  Head.  The  Gridiron  is,  owing  to 
the  strong  set  of  the  tide  cn  it,  the  most  dangerous  reef  in  the  passage. 

The  reef  known  as  the  Bread-and-cheese,  on  the  eastern  end  of  Black- 
well's  island,  is  also  very  dangerous.  Vessels  are  liable  to  go  on  it  in  the 
flood,  whrn  it  is  covered,  by  getting  into  the  eddy  near  it  with  a  light 
wind.  The  chief  danger  is  on  the  ebb,  and  from  the  same  cause  as  that 
which  makes  the  Gridiron  dangerous;  i.  e.,  the  strong  set  of  the  tide  in 
that  direction. 

These,  then,  are  the  principal  dangers,  and  I  recommend  the  following 
measures  be  adopted  for  their  removal  and  correction : 

1.  That  Pot  rock,  the  Fryingpan,  and  Way's  reef,  be  blasted  and 
scattered.  The  two  former  are  single  rocks  of  a  pointed  shape,  the  latter 
is  long  and  has  the  character  of  a  ledge  (the  rocks  having  deep  water  round 
them  could  easily  be  removed)  ;  and  also,  that  the  middle  reef  be  blasted 
so  as  to  make  a  clear  channel  of  sufficient  depth  for  common  vessels  and 
steamboats  between  Flood  and  Little  INIill  rocks. 

2.  That  piers  be  built  upon  the  Hog's  liack,  Gridiron,  and  the  Bread- 
aud-chcese,  of  stone,  sufficiently  high  to  show  above  the  surface  of  the 
water  at  high  tide  at  least  four  feet.  That  these  piers  be  faced  with  wood, 
and  be  provided  with  the  spring  fenders  used  at  the  steamboat  ferries,  and 
that  their  forms  should  correspond  to  the  natural  shape  of  the  reef,  by  which 
means  vessels  coming  in  contact  with  them  woidd  be  guided  into  the  chan- 
nel-ways. 

To  blow  up  and  scatter  the  large  mass  of  rock  comprising  the  Gridiron, 
without  destroying  the  middle  channel  which  lias  only  twenty-two  feet  of 


4 


New  Yyjrk  Ildroj,'  Commission  Reports. 


53 


water  in  it  at  that  point,  would  hardly  be  possible.  But  if  the  Gridiron 
were  removed,  the  rock  out  of  the  water,  that  is,  Flood  rock,  would  be 
equally  or  nearly  as  dangerous.  The  tide  would  set  oa  thnt  witli  the  same 
violence  and  certainty. 

The  same  objection  will  apply  to  an  attempt  to  remove  the  P>read-and- 
cheese,  and,  with  regard  to  tiiis  and  tlie  Ilog's  Back,  the  shoal  water 
around  them  would  make  it  necessary  to  repeat  the  blasting  an  indefinite 
number  of  times. 

Something  has  been  said  of  removing  and  scattering  all  the  rocks  in  Ilell- 
gate,  those  out  of  the  water  as  well  as  those  under  water.  But  it  appears 
to  me  that  this  proposition  is  best  answered  by  asking  where  the  material-; 
are  to  go.  Unless  carried  off  they  must  obstruct  the  neighboring  channels 
and  the  process  of  blasting  would  never  be  completed. 

By  the  piers  which  I  propose,  the  direction  of  tlie  currents  would  be 
made  more  certain  and  confined,  and  where  they  pass  over  deep  water, 
they  may  be  safely  trusted.  Tides  would  rebound  from  tlie  piers,  and  in 
most  instances  prevent  vessels  from  striking  against  them.  And,  again, 
if  vessels  were  carried  on,  they  would  be  prevented  from  receiving  any 
injury  by  the  spring  fenders,  and  could,  by  throwing  a  line  around  a  pile, 
either  swing  the  vessel  or  lay  by,  as  might  be  most  convenient. 

There  are  several  single  rocks,  less  important,  and  near  the  shore,  which 
might  be  easily  removed  :  one,  for  instance,  off  Negro  point,  and  one  near 
the  South  ferry. 

Until  this  passage  is  improved  bj  the  removal  of  the  present  serious  im- 
pediments t  )  its  safe  navigation,  I  recommend  placing  the  following  buoys: 

One  on  Way's  reef.  I  have  already  mentioned  that  steamboats  coming 
from  the  eastward,  on  the  flood,  pass  inside  of  Way's  reef,  where  an  eddy 
tide  is  found  setting  toward  Hallefs  point.  This  eddy,  produced  by  the 
whirls  of  the  Pot,  returns  from  the  shore  and  sets  on  to  Way's  reef, 
where  it  is  met  by  one  of  the  direct  whirls  of  the  Pot.  By  this  conliict 
of  tides,  two  straight  currents  are  produced  that  run  side  by  side  over  the 
reef ;  the  outer  one  southerly  or  flood,  the  inner  one  northerly  or  counter 
to  the  direction  of  the  main  body  of  the  tide. 

One  on  Hog's  X^ack.  Vessels  intending  to  take  the  main  ship-channel 
on  the  ebb  (which  is  the  best  way)  are  in  danger,  if  they  give  Hog's 
Back  too  wide  a  berth,  of  going  on  Mill  reef,  or  of  being  forced  to  run  the 
middle  channel,  which  is  only  safe  to  those  who  are  very  well  acquainted 
with  the  ground.  A  buoy  will  enable  a  vessel  to  keep  near  Hog's  Back, 
and  avoid  this  danger. 

One  on  Kylander's  reef.  This  reef  is  dangerously  situated,  on  account 
of  the  deep  water  around  it,  and  is  not  well  known. 

I  will  also  recommend  a  small  light  on  Great  Mill  rock,  which  would 
enable  vessels  to  pass  through  Hellgate  at  night.  It  would  be  the  proper 
guide  for  hauling  round  Negro  point  coming  from  the  eastward,  and  for 
hauling  to  the  south  coming  from  the  westward  after  passing  Hallet's  point. 

The  character  of  the  rocks  in  Hellgate  is  such  that  they  could  easily  be 
removed  by  blasting. 

1  have  the  honor  to  be,  very  respectfully,  your  obedient  servant, 

Chakles  Hknry  Davis, 
Lieut.  ComcVg  U.  S.  Navij,  Assistant  Coast  Survei/. 

A.  D.  Bache,  LL.  D.,  Superintendent  U.  SI.  Coast  Survey,  Washington. 


54 


New  York  Harhoy^  Commission  Reports. 


Report  of  Lieutenant  Commanding  David  D.  Porter^  of  the  United  States  Navy,  As- 
sistant in  the  Coast  Survey,  on  the  Dangers  in  Hellgate,  and  the  Improvement  of 
the  Passage. 

CJ.  S.  Schooner  Pp:trel,  | 
New  York,  October  30,  1848.  } 

Sir   The  Chamber  of  Commerce  meets,  in  a  short  time,  in 

this  city,  for  the  purpose  of  taking  measures  relative  to  clearing  away  the 
obstructions  of  Hellgate ;  and,  at  the  request  of  the  gentlemen  who  seem 
interested  in  the  matter,  I  lay  before  vou  the  information  1  have  collected 
while  sounding  out  the  place. 

It  was  my  intention  to  have  made  you  a  full  report  on  the  subject,  but 
a  copy  of  the  report  of  Lieutenant  Charles  H.  Davis,  of  the  United  States 
Navy,  assistant  in  the  coast  survey,  on  Hellgate,  was  sent  to  me,  and  I 
find  it  so  full  and  correct  in  all  its  details,  that  I  could  say  but  little  more 
without  incurring  the  charge  of  plagiarism  ;  in  fact,  the  opinions  expressed 
by  Lieutenant  Davis  coincide  with  those  I  had  formed  previous  to  reading 
his  report ;  and  it  only  remains  for  me  to  point  out  the  dangers  I  have 
noticed  while  surveying  here,  and  which  have  escaped  his  attention.  I 
have  also  had  a  better  opportunity  of  measuring  the  size  and  shape  of  the 
rocks  than  he  had,  and  herewith  give  a  description  of  them. 

The  first  in  order,  and  the  principal  obstruction  to  Hellgate,  is  Pot  rock, 
on  which  I  found  eight  feet  of  water  at  the  lowest  tides  ;  the  average 
de|)th  is,  however,  about  ten  feet ;  the  lowest  depth  is  only  to  be  found  in 
one  place  about  six  feet  by  six.  It  deepens  to  fourteen  feet  on  the  cast 
and  west  sides,  and  suddenly  to  four  fathoms  on  the  north  and  south.  The 
strata  of  this  rock  are  vertical,  running  north  and  south — Avhich  is  the 
case  with  every  rock  in  the  Gate — and  this  would  render  the  task  of  blow- 
ing up  much  easier  than  if  horizontal.  At  half-tides  the  depth  of  water 
does  not  increase  on  Pot  rock,  as  there  is  a  fall  of  four  feet ;  and  a  vessel 
drawing  over  eight  feet  must  strike  upon  it.  A  full-rigged  brig  struck  it, 
three  days  since,  and  went  down,  with  a  valuable  cargo  on  board.  This 
obstruction  once  removed,  Hellgate  would  be  less  dangerous  by  one  half, 
and  the  eddies,  which  are  now  the  cause  of  half  the  difficulties,  would,  in 
a  measure,  disappear. 

Way's  reef,  to  the  southward  of  Pot  rock,  is  divided  into  two  parts — 
one  a  conical  rock,  with  five  feet  of  water  on  it,  and  the  other  a  flat  bed 
of  rocks,  about  ten  feet  by  ten,  with  fourteen  feet  of  water  on  it,  and 
twenty  yards  to  the  north  of  the  former.  The  five  feet  rock  lies  on  the 
edge  of  the  eddy,  and  I  found,  by  experiment,  that  a  buoy  let  go  in  mid- 
channel,  at  the  depth  of  eight  feet  and  above  the  north  entrance,  drifted 
directly  over  Way's  reef ;  this  was  with  a  light  breeze  from  the  northwest. 
I  kept  a  buoy  on  this  place  while  sounding  ;  it  watched  generally,  and  al- 
most always,  with  the  flood  tide.  Since  I  removed  it,  one  vessel  lias 
struck  on  the  reef  I  would  recommend  that  a  buoy,  made  in  the  shape 
of  a  boat,  be  placed  upon  it  until  it  be  removed. 

Th'.^re  is  a  dangerous  rock,  called  "Bald-headed  Billy,"  fifteen  yards 
from  Hatter's  dock,  which  is  dry  at  low  water,  and  "  brings  up"  a  num- 
ber of  vessels  at  high  water.  Three  vessels  struck  upon  this  rock  Avhile  I 
was  at  Hellgate  ;  one  we  got  olf  with  some  diiriculty,  another  lost  bow- 
sprit, anchors,  and  chains.  It  is  a  single  rock,  about  six  feet  by  six,  and 
could  be  blown  into  deep  water  without  much  difficulty. 


11  CIV  York  Harbor  Commission  Heports. 


55 


Opposite  Gibbs'  point,  and  within  fifty  yards  of  Blackwell's  island,  is  a 
larc^e  rock,  which  I  have  called  "  Blackwell's  rock  ;"  the  current  sets  di- 
rectly upon  it  with  the  flood  tide,  and  is  a  most  dangerous  obstruction.  It 
is  six  feet  out  of  water  at  low  tide,  and  could  be  removed  at  small  ex- 
pense. 

The  Fryingpan  rock,  is  a  ledge  fifteen  feet  long  and  only  six  inches 
wide  at  the  top.  It  runs  north  and  south,  and  is  a  part  of  a  chain  of 
rocks  which  runs  from  Hog's  Back  to  Hallet's  point.  A  buoy,  let  go 
in  mid-channel  at  half-ebb,  drifted  directly  over  the  Fryingpan  with 
a  light  northwest  wind.  It  is  at  this  point  where  the  currents  divide,  tak- 
ing the  directions  of  the  main  and  middle  channels.  This  rock  removed, 
vessels  would  always  drift  through  the  main  ship-channel.  The  dilhculty 
of  removing  it  would  be  much  greater  than  any  otlier  rock  in  the  Gate,  as 
it  is  so  difficult  to  hit  upon. 

There  is  a  small  rock,  though  a  very  dangerous  one,  to  the  southward 
of  Wolsey's  bath-house.  It  extends  about  fifty  yards  into  the  channel, 
and  is  connected  with  the  shore  line  at  low  water.  There  is  three  feet  of 
water  on  it  at  high  tides.  On  the  first  of  the  flood,  a  buoy  let  go  oppo- 
site Gibbs'  point  (the  southern  approach  to  Hellgate),  drifted  around 
Hallett's  point,  between  Pot  rock  and  Way's  reef,  along  the  edge  of  the 
eddies,  and  on  the  abovementioncd  rock  into  Pot  cove.  This  happens  to 
a  great  many  vessels,  and  but  for  this  dangerous  obstruction  they  would 
drift  into  safe  harbor.    This  rock  could  be  removed  in  one  or  two  tides. 

I  find  that  Rylander's  reef  extends  much  further  into  the  channel 
than  is  shown  by  former  charts.  I  found  six  feet  of  water  on  the  outer 
point  of  it.  Nothing  can  be  done  with  this  large  bed  of  rocks,  save  to 
erect  a  stone  beacon  on  the  shoalest  part ;  this  will  save  many  a  vessel. 

Hallett's  point,  I  should  recommend  by  all  means  to  be  removed  ;  it  is 
the  most  accessible  obstruction  in  the  Gate,  and  could  be  worked  at  four  or 
five  hours  each  day.  At  flood  tide,  it  causes  the  eddies  in  Pot  cove  ;  and, 
on  the  ebb  tide,  the  eddies  in  East  channel.  Vessels  standing  too  close  to 
this  point  in  ebb  tide,  are  apt  to  be  caught  in  these  eddies  and  thrown  on 
shore  opposite  Stevens'  fort  ;  and  vessels  passing  at  high  water,  when  the 
point  is  entirely  hid,  are  apt  to  strike  upon  it.  It  extends  forty  yards  into 
the  channel,  and  has  eighteen  feet  of  water  at  its  uttermost  point. 

If  any  attempt  is  made  to  carry  out  the  recommendations  that  have 
been  frequently  offered,  relative  to  clearing  away  obstructions  in  Hellgate, 
I  would  suggest  a  close  examination  of  the  shore  line  at  low  water.  Many 
rocks  will  be  found  to  exist  of  a  dangerous  character,  and  they  have,  at 
different  times,  done  much  damage  to  vessels  of  lighter  draught.  One 
point  I  would  recommend  for  removal  is  Scaly  rock,  and  close  to  it  is 
Shell  rock  ;  both  dangerous  at  high  water,  from  the  fact  that  they  extend 
far  out  into  the  channel. 

Two  vessels  have  gone  on  shore,  while  I  have  been  at  work  here,  on  a 
point  called  Ravensworth  reef,  to  the  southward  of  Gibbs'  point ;  both 
vessels  bilged  and  were  nearly  ruined.  I  would  recommend  a  buoy  to  be 
placed  upon  it,  as  it  would  be  difficult  to  be  removed. 

The  suggestion  made  by  Lieutenant  Davis,  about  building  docks  above 
some  of  the  reefs,  I  approve  of  in  their  fullest  extent.  I  do  not  think,  how- 
ever, it  will  be  found  easy  to  make  a  channel  by  blasting  through  the  mid- 


56  Neio  York  Harbor  Commission  Beports, 


die  reef,' and  would  suggest  that  it  be  entirely  filled  in  witli  docks  and 
spring  fenders. 

Bread-and-cheese,  as  it  now  stands,  is  one  of  the  most  troublesome 
points  to  avoid  in  Hellgate.  Heretofore  it  has  had  nothing  on  it  to  indi- 
cate the  danger  at  high  water  ;  at  low  water  it  shows  its  entire  shape  and 
size.  I  placed  a  large  pole  on  the  outer  point.  It  is  so  firmly  fixed  that 
it  wnll  remain  until  cut  away  by  the  ice.  I  have  been  assured  that  th? 
pole  has  no  doubt  prevented  many  vessels  from  running  on  the  point ;  and 
I  would  recommend,  strongly,  that  an  iron  spindle  be  placed  firmly  upon 
the  same  spot,  until  measures  are  taken  to  dock  it  in ;  moreover,  I  think 
it  advisable  to  close  up  a  small  eight-foot  channel  between  Bread-and- 
cheese  and  Blackwell's  point,  as  it  is  this  which  causes  the  most  danger- 
ous eddies.  After  this  is  done,  a  beacon,  to  be  lighted  up  at  night, 
should  bo  placed  upon  the  outer  point,  and  w^ould,  in  connection  with  a 
light  on  Mill  rock,  be  of  great  advantage  to  commerce.  At  present  there 
is  not  a  single  light  between  New  York  and  Throg's  point,  when  there 
should  be  at  least  six. 

In  a  place  where  the  interests  of  so  many  are  at  stake,  the  want  of  at- 
tention to  the  navigation  of  Hellgate  appears  like  culpable  neglect.  No 
one  can  form  an  idea  of  the  number  of  vessels  that  go  on  shore  during  the 
course  of  a  month.  Fifty  went  on  shore  during  the  period  I  was  occu- 
pied there  (two  months),  and  many  of  them  were  much  injured.  I  am 
convinced  that  if  proper  measures  were  taken  to  protect  the  commercial 
interests  of  this  great  city,  by  blasting  the  rocks  mentioned  above,  and 
docking  in,  as  proposed  by  Lieut.  Davis,  not  one  vessel  would  be  lost  in  five 
years. 

I  believe  I  have  mentioned  all  the  prominent  dangers,  the  minor  ones 
will  be  apparent  to  those  who  make  any  examination  of  Hellgate  previous 
to  undertaking  the  work.  I  have  purposely  omitted  those  points  touched 
upon  by  Lieut.  Davis,  as  he  has  said  all  that  is  required. 

I  remain,  very  respectfully, 

Your  obedient  servant, 

D.  D.  Porter, 

Lieut.  Commanding. 

A.  D.  Bache,  Esq. 

Siq^'t  Coast  Survey,  Washington  City. 

Extract  from  the  Report  of  Lieut.  David  D.  Porter,  United  States  Navy,  Assistant 
in  the  Coast  Survey,  on  the  Examination  of  Buttermilk  Clmnnel  into  the  Inner 
Harbor  of  New  York 

United  States  Schooner  Petrel,  \ 
Astoria,  L.  L,  N.  Y.,  Sept.  23,  1848.  \ 
Sir  :  In  obedience  to  your  instructions  I  took  command  of  the  United 
States  schooner  Petrel  on  the  24th  of  August,  and  on  the  28th  commenced 
a  re -examination  of  Buttermilk  cliannel,  in  the  harbor  of  New  York,  to 
ascertain  whether  any  changes  had  taken  place  in  that  important  channel 
It  had  been  represented  to  the  honorable  the  Secretary  of  the  Treasury, 
that  it  was  not  practicable  to  use  Buttermilk  chaTnnel,  owing  to  its  being 
so  narrow,  and  as  the  government  was  desirous  to  make  use  of  the  Atlan- 
tic dock  as  a  depot  for  sea-steamers  now  under  contract  with  the  navy 


Neiu  York  Harbor  Commission  Reports. 


57 


departine:it,  it  was  a  matter  of  some  iiiiport'incc  that  the  value  of  the 
channel  should  be  established  without  doubt.  I  was  delayed  in  the  execu- 
tion of  this  work,  owing  to  the  ditHculty  of  finding  proper  stations,  and 
did  not  get  to  work  sounding  until  the  1st  of  September.  The  result  of 
the  survey  has  been  most  satisfactory,  and  has  established,  without  fear  of 
future  cavil,  the  practicability  of  the  channel,  and  I  see  no  difficulty  what- 
ever in  the  department  being  able  to  carry  on  their  plans.  I  enclosed 
you  a  sketch  of  the  work  with  the  lines  run,  but  owing  to  the  press  of 
time,  I  was  not  able  to  prepare  a  complete  chart  for  your  inspection.  I 
took  over  one  thousand  five  hundred  soundings  during  the  examination, 
and  established  tlie  positions  by  one  hundred  and  thirty-five  angles.  I  do 
not  think  we  missed  any  shoal  water  during  the  operation.  Tlie  import- 
ance of  this  entrance  seems  to  be  so  great,  that  it  is  a  matter  of  astonish- 
ment to  me  that  the  pilots  of  New  York  have  not  heretofore  taken  advan- 
tage of  it.  It  is  the  deepest,  most  direct,  and  the  clearest  channel  in  the 
East  river,  and  when  buoyed  out  properly,  will  no  donbt  be  generally  used. 

On  the  2 2d  of  this  month,  I  was  requested  by  the  honorable  the  Secre- 
tary of  the  Treasury  to  accompany  him  on  board  the  revenue  steamer  Jef- 
ferson, to  meet  the  pilots  of  New  York  and  the  owners  of  the  sea- steamers, 
to  prove  to  them  that  the  Buttermilk  channel  had  sufficient  water  in  it 
for  the  largest  size  vessels,  and  could  be  made  available  for  the  purposes  I 
have  mentioned  above  as  an  entrance  into  Atlantic  dock  for  the  sea- 
steamers.  The  Jefferson  was  started  from  the  points  I  selected,  and  ran 
out  toward  the  Robins'  Eeef  beacon,  under  the  charge  of  Mr  McGinn, 
one  of  the  most  intelligent  of  the  New  York  pilots,  and  we  carried  out  on 
the  line  (marked  down  on  the  sketch  I  sent  yon  as  the  sailing  line)  five, 
six,  seven  and  eight  fathoms.  This  was  satisfactory  to  the  ship  owners, 
as  demonstrating  the  necessary  depth  of  water  for  their  largest  sized 
steamers.  I  then  proposed  to  run  through  the  channel  close  to  the 
north  dock  of  Governor's  island,  and  INIr.  McGinn  carried  the  vessel 
through  in  five  fathoms  (the  least)  v/ater,  turned  the  steamer  up  the  East 
river,  and  ran  down  along  the  docks  inside  of  the  middle  ground,  carrying 
six  fathoms  all  the  way.  After  a  short  excursion  down  the  bay,  we  re- 
turned to  New  York  ;  and  it  was  proposed  to  run  the  steamer  through  the 
entrance  of  Atlantic  dock,  and  as  the  Jefferson  is  one  of  the  most  difficult 
steamers  to  turn,  except  with  plenty  of  room,  this  seemed  a  matter  of  some 
difficulty.  Mr.  McGinn,  however,  took  her  in  handsomely  (notwithstand- 
ing he  had  never  been  inside  the  dock),  with  a  stiff  northwest  wind  blow- 
ing, an  unfavorable  tide,  and  with  the  disadvantage  of  having  a  sloop  lying 
in  the  middle  of  the  passage,  with  her  decks  loaded  with  plank,  and  pro- 
jecting out  on  each  side  of  her.  Though  with  scarcely  room  to  pass,  we 
went  through  and  anchored  inside  the  dock,  everj^body,  I  believe,  favorably 
impressed  with  the  result  of  the  trip. 

There  are  many  reasons  why  it  is  desirable  Buttermilk  channel  should 
be  well  known.  The  most  important  are  those  connected  with  the  inter- 
ests of  the  government ;  and  1  recommend,  to  avoid  all  difficulty,  that  it 
should  be  buoyed  out  in  so  perfect  a  manner  that  vessels  of  all  classes  can 
know  exactly  how  far  they  can  go. 

I  remain,  very  respectfully,  your  obedient  servant, 

D.  D.  PORTER, 

Lieutenant  Commanding. 


58  New  Yo7^k  Harbor  Commission  BeporU 


'  List  of  Majjs  mid  Books  consulted  by  the  Advisory  Council. 

New  York  city,  county,  and  vicinity,  by  Harrison  &  Magrane. 

Jersey  City,  Hoboken  and  vicinity,  by  Clerk  &  Bacot. 

New  York  bay  and  harbor,  1-30000  C.  S. 

New  York  bay  and  harbor,  1-80000  C.  S.,  progress  in  colors. 

East  river  from  Battery  to  Blackwell's  island 

East  river  from  Brooklyn  to  Hellgate,  F.  H.  Gerdes. 

Sheet  No  1,  New  York  harbor.  East  river,  Lt.  Craven. 

Hud&on  river  from  Jersey  City  to  Guttenburg. 

Hudson  river  hydrography,  Lieut.  Wainwright. 

New  York  and  Brooklyn  shore,  by  city  surveyor,  1855. 

Buttermilk  channel,  C.  S. 

Hellgate  tides,  original. 

Hellgate  and  its  approaches,  C.  S. 

Hydrographic  sketch  of  Hellgate,  C.  S. 

Diagram  of  tidal  curves  of  Hellgate,  C.  S. 

Bushwick  to  Newtown  creek. 

Manhattan  island  from  Battery  to  Spuyten  Duyvil  creek. 
Erie  basin. 
City  wharves. 

Map  of  the  wharves  and  piers  on  the  Hudson  and  East  rivers. 
Topographical  map  of  the  city  of  Brooklyn,  1855. 
Fourth  ward,  city  of  Brooklyn. 

Brooklyn  shore  from  the  navyyard  to  the  Fulton  ferry.  Brooklyn, 
Nov.,  1853  :  Silas  Ludlum,  city  surveyor. 

Brooklyn  shore  from  the  Fulton  ferry  to  Harrison  street.  Brooklyn, 
Nov.,  1853:  Silas  Ludlum,  city  surveyor. 

Shore  of  the  East  river,  between  Newtown  and  Bushwick  creeks.  Filed 
April  29,  1849.  New  York,  Sept.,  1848.  Surveyed  by  Daniel  Ewen, 
city  surveyor. 

Permanent  line  of  the  East  river  shore,  fronting  the  village  of  Williams- 
burg. Filed  in  the  clerk's  office  of  the  county  of  Kings,  on  the  16th  day 
of  May,  1835  :  Abm.  Valentine,  clerk. 

Laws  of  New  York,  relating  to  the  city. 


(B.) 

REPORT  OF  PROFESSOR  A.  D.  BACHE. 

Coast  Survey  Office,  ^ 
December  8,  1855.  \ 
Gentlemen  :  1  have  the  honor  to  present  to  you  extracts  from  my  re- 
port on  the  progress  of  the  coast  survey  during  the  past  year,  relating  to 
the  survey  of  New  York  bay  and  hai'bor,  and  adjacent  shores  and  waters, 
made  in  conformity  with  your  request,  and  under  fluthority  of  the  Presi- 
dent of  the  United  States  and  of  the  Secretary  of  the  Treasury. 

These  extracts  show  the  arrangements  made  by  you  in  reference  to  this 


New  York  Harbor  Commission  Beports. 


59 


important  survey,  the  mode  of  their  execution,  and  the  labors  of  the  vari- 
ous assistants  of  the  coast  survey,  who  were  occupied  in  this  interestino- 
service. 

The  amount  of  work  executed,  up  to  November  1  st,  was  as  follows  : 
In  triangulation — 

Number  of  observations   10,397 

Series  "    1,589 

Number  of  stations  occupied   138 

Area  iu  square  miles   434 

This  was  executed  by  Edmund  Blunt,  Esq.,  assisted  by  Lieutenant 
Augustus  H.  Seward,  U.  S.  A.,  Charles  P.  Bolles,  Esq.,  and  John  Rock- 
well, Esq.,  all  assistants  in  the  coast  survey. 

In  topography— 

Extent  of  shore  Une  394  miles. 

roads   73|  " 

*'       shore  line  of  wharves   20  " 

Area  in  square  miles  II35    ' ' 

This  work  was  executed  by  Assistants  F.  H.  Gerdes,  S.  A.  Gilbert,  A. 
S.  Wadsworth,  and  A.  M.  Harrison,  of  the  coast  survey. 

In  hydrography — 

Number  of  soundings  102,309 

*'       miles  of  soundings   2,355 

"       angles  measured   9,443 

current  stations   37 

*'       tidal  stations   10 

This  work  was  executed  by  Lieutenants  Commanding  T.  A.  Craven  and 
Richard  Wainwright,  U.  S.  navy,  assistants  in  the  coast  survey. 

All  these  gentlemen  united  with  hearty  zeal  in  the  work  intrusted  to 
them,  cheerfully  giving  up  the  usual  interval  between  the  two  seasons  of 
field  work,  to  which  those  who  come  from  a  laborious  service  in  the  south 
were  ju>tly  entitled.  They  deserve  the  best  thanks  of  the  commissioners 
for  their  successful  efforts,  through  which  the  entire  work  that  was  desired 
has  been  so  neai'ly  accomplished.  I  did  not  venture  to  promise  that  all 
which  has  been  done  should  be  certainly  completed  this  season.  It  is  now 
plain,  however,  that  but  for  the  stormy  character  of  most  of  the  summer 
and  autumn,  the  entire  shore  line  and  soundings  of  the  bay  and  depend- 
encies would  have  been  finished. 

The  papers  sent  with  this,  are — 

1.  A  general  notice  of  the  field  and  office  work  in  the  survey  of  New 
York  bay  and  harbor,  undertaken  at  your  request. 

2.  A  more  detailed  notice  of  the  work  of  the  several  parties,  under  the 
heads  of  triangulation,  topography,  and  hydrography,  with  the  statistics 
of  the  work. 

3.  Extracts  from  the  reports  of  Assistants  F.  H.  Gerdes,  S.  A.  Gilbert, 
and  A.  M.  Harrison,  containing  topographical  notices  of  the  country  em- 
braced in  their  surveys. 

4.  Correspondence  of  the  superintendent  of  the  United  States  coast 


60  New  York  Harbor  Commission  Reioorts. 


survey,  with  the  coaimissioners  oa  harbor  encroachments,  in  regard  to 
these  surveys. 

5.  Remarks  oil  the  changes  in  New  York  harbor  and  bay,  shown  by 
the  different  surveiys,  from  183G  to  1854,  by  the  coast  survey. 

The.-e  remarks  will  show  the  necessity  for  a  complete  re-survey  of  the 
harbor,  in  order  to  t!-ace  with  precision  the  important  changes  produced 
by  tidal  currents  and  other  causes  in  different  portions  of  the  bay,  and  the 
successive  encroachments  upon  the  harbor. 

Very  respectfully,  yours, 

A.  D.  Bache, 
Supt.  JJ.  S.  Coast  Surve^j. 

Hon.  G.  W.  Patterson, 
Preston  King, 
John  Vaxderbilt, 
John  L.  Talcott, 
James  Bowen, 

Comers  on  N.  Y.  Harbor  Encroachments, 

Resurvey  of  New  York  Baij  and  Harhor  and  Dependencies,  by  United  States  Coast 
Survey  for  Commissioners  on  Harhor  Encroachments. 

In  the  spring  of  this  year,  the  commissioners  appointed  by  the  gov- 
ernor, under  authority  of  an  act  of  the  legislature  of  the  state  of  New 
York,  to  restrain  the  encroachments  on  the  harbor  of  New  York,  and  to 
report  in  relation  to  them,  called  upon  the  President  of  the  United  States 
for  the  services  of  engineers  and  surveyors,  to  assist  them  in  labors  which 
they  deemed  not  only  of  local  but  of  national  importance. 

They  were  referred  by  the  President  to  the  coast  survey  office,  and  dur- 
ing my  absence  in  Florida,  conferred  with  the  assistant  in  charge,  Capt. 
Benham  of  the  corps  of  engineers,  and  explained  their  views  and  wishes. 
Under  the  sanction  of  the  President  and  Secretary  of  the  Treasury,  and 
by  request  of  the  commissioners,  I  subsequently  went  to  New  York  and 
arranged  for  them  a  resurvey  of  New  York  bay  and  harbor,  which  should 
present  at  once  the  outline  and  topograpliy  of  the  immediate  shores,  and 
the  hydrography  of  the  harbor,  the  outer  bay,  and  adjacent  bays  and  the 
East  and  North  rivers,  and  subsequently  gave  the  whole  topography  and 
hydrography  of  the  bay  and  dependencies,  as  required  by  the  state  law  ; 
the  commissioners  bearing  the  expense  of  the  work,  and  having  the  ser- 
vices of  the  coast  survey  officers,  as  volunteers  in  it,  and  the  use  of  the 
vessels,  instruments,  equipments,  and  the  like. 

With  these  arrangements  for  the  field  work,  were  others  connected  with 
the  preparation  of  a  map  of  the  survey,  first  in  a  preliminary  form  with 
shore  line,  characteristic  topography  of  the  immediate  shores  and  hydrog- 
raphy, and  finally  in  a  complete  form,  to  show  the  city  and  wharves,  the 
adjacent  cities,  ai;d  to  extend  eastward  to  the  meridian  of  Throg's  point  ; 
westward  to  that  of  Perth  Amboy,  N.  J.  :  on  the  north  to  about  a  mile 
above  Spuyten  Duyvil  creek  on  the  Hudson  ;  and  to  the  south  to  abont 
the  old  entrance  of  Shrewsbury  river,  which  would  include  the  seaward 
approaches  of  the  bay.  A  comparative  map  was  prepared  of  the  previous 
surveys  of  the  coast  survev.  executed  in  parts  of  tlio   arbor  and  approaches 


New  York  Harbor  Commission  Beports. 


61 


in  1836,  1848,  and  1853,  and  the  interest  attaching  to  its  result.s  deter- 
mined the  commissioners  to  have  the  new  surveys  added  to  tlie  comparison 
in  a  similar  map.  A  comparative  map  of  New  York  city  and  the  south 
end  of  Manhattan  island,  was  also  directed  to  be  prepared  for  various 
periods  cliaracteristic  in  the  growth  of  the  city,  and  from  authentic  mate- 
rials accessible  to  the  commissioners  in  the  state  and  city  offices,  and  in 
private  collections. 

The  arrangements  for  the  field  and  office  work,  were  submitted  by  me 
to  the  commissioners  and  approved,  and  I  have  kept  the  operations  steadily 
in  view  by  weekly  reports  from  the  field,  and  half-monthly  from  the  olFice, 
so  as  to  supply  additional  facilities  or  parties  to^neet  the  contingencies  of  the 
weather  and  other  circumstances.  The  asr^istants  who  have  engaged  in 
this  survey,  whose  names  will  be  stated  in  the  notices  which  follow,  have 
all  entered  upon  it  with  a  heartiness  which  does  them  very  great  credit, 
and  each  one  has  obviously  made  it  a  study,  that  so  far  as  he  was  con- 
cerned, the  work  should  succeed,  and  that  the  difficult  conditions  of  com- 
ing up  to  time,  without  sacrificing  accuracy,  should  be  fulfilled.  I  sup- 
posed at  first,  that  but  little  trianguLition  would  be  necessaiy,  and  trans- 
ferred the  party  of  Assistant  E'lmund  Blunt  from  the  upper  part  of  the 
Hudson  to  this  work,  in  consequence  of  his  knowledge  of  the  localities  of 
the  signals  formerly  established  by  the  coast  sinwey,  but  I  soon  found  that 
all  his  ability  and  skill  would  be  required  to  keep  the  parties  depending 
upon  him  for  points,  at  work.  The  changes  in  the  neighborhood  of  the 
city  were  such,  that  not  only  the  most  of  the  station  points  were  lost  by 
occupation  by  buildings  and  the  like,  but  the  lines  were  interrupted  in  the 
same  way  or  by  ornamental  trees ;  hills  had  been  cut  down,  and  radical 
changes  of  all  sorts  had  been  made,  so  as  to  render  almost  an  entirely  new 
triangulation  indispensable.  This  was  readily  made  upon  the  basis  of  the 
lines  of  the  old  vrork  which  could  be  recovered,  but  the  question  being  one 
of  time,  and  the  topographical  and  hydrographic  parties  not  being  able  to 
begin  their  work  effectively  until  numerous  new  points  were  determined, 
Mr.  Blunt' s  powers  were  severely  taxed.  In  addition  to  his  former  assist- 
ant, Lieut.  A.  H.  Seward,  U.  S.  A.,  I  detailed  Assistant  C.  P.  Bolles  to 
join  Mr.  Blunt,  expecting  that  he  would  serve  but  a  few  weeks,  but  instead 
of  this  he  was  obliged  to  remain  in  New  York  from  early  in  July  until  the 
beginning  of  October.  Further  aid  being  necessary.  Sub- Assistant  John 
Rockwell  was  next  instructed  to  join  Mr.  Blunt,  and  remained  with  him 
until  the  close  of  the  season.  The  services  of  these  gentlemen  will  be 
stated  in  a  more  detailed  notice  of  the  work  from  Mr.  Blunt's  report. 

Assistant  F.  H.  Gerdes  had  already  last  year  commenced,  and  in  great 
part  completed,  a  map  of  the  wharves  of  the  city  of  New  York.  This 
work  he  was  instructed  to  complete,  and  to  add  the  city,  and  the  cities  of 
Brooklyn,  Jersey  City,  and  Hoboken,  and  then  the  topograpliy  of  the 
shores  of  the  East  river  and  Hellgate  to  Throg's  point ;  of  Harlem  river, 
and  of  the  Hudson,  to  the  limits  of  his  former  survey  of  its  banks. 

Assistant  R.  D.  Cutts  was  instructed  to  take  up  the  topography  of 
Staten  Island  and  its  vicinity  up  to  Jersey  City,  and  on  his  being  relieved 
to  join  the  commissioners  under  the  treaty  relating  to  the  fisheries  of  the 
coast.  Assistant  A.  S.  Wadsworth  was  ordered  from  my  party  for  tliis 
duty. 


62 


Neio  York  Harbor  Commission  Reports. 


Assist;int  A.  M.  Harrison  took  up  the  topography  of  Sandy  Hook,  and 
of  the  shores  of  Shrewsbury  river,  of  Sandy  Hook  bay  and  of  Karitan 
bay. 

Subsequently  Assistant  S.  A.  Gilbert  was  instructed  to  execute  the  to- 
pography from  Brooklyn  round  the  shores  of  the  inner  and  outer  bay,  of 
Coney  island  and  Long  Island  to  beyond  Rockaway  inlet. 

To  Lieut.  Com'g  T.  A.  Craven,  U.  S.  N.,  assistant  in  the  coast  survey 
in  the  steamer  Corwin,  and  schooner  Madison,  Lieut.  Truxton,  was  in- 
trusted the  hydrography  of  the  East  river,  Hellgate,  and  the  sound  to 
Throg's  point,  of  the  upper  and  lower  bays,  and  the  approaches  from  sea, 
and  of  Raritan  bay. 

To  Lieut.  Com'g  Richara  Wainwright,  in  the  schooner  Nautilus,  was 
assigned  the  hydrography  of  the  Hudson  from  above  Yonkers  to  the 
mouth,  and  on  his  being  furnished  by  the  commissioners  with  a  small 
steamboat,  which  very  much  facilitated  his  work,  that  of  Newark  bay,  of 
Kill  Van  Kull,  and  of  Arthur  KuU  sound. 

The  computations  of  his  work  were  made  by  Assistant  Blunt  as  fast  as 
the  observations  were  turned  in,  and  the  results  furnished  to  the  other 
parties  and  to  the  office  at  Washington. 

The  topographers,  as  they  determined  shore  line  from  time  to  time, 
traced  it  and  furnished  it  to  the  hydrographic  parties,  and  sent  it  also  to 
the  office. 

The  hydrographic  work  was  plotted  as  it  came  in  by  Mr.  Balbach,  the 
draughtsman  of  Lieut.  Com'g  Craven's  party,  and  by  Mr.  Strausz,  the 
draughtsman  of  Lieut.  Com'g  Wainwright's  party.  Tracings  were  sent 
as  the  work  advanced  to  the  office  at  Washington. 

At  the  office  a  projection  was  made  for  the  map  by  Mr.  Boschke, 
and  the  results  worked  in  as  fast  as  they  were  furnished,  by  him  and  by 
Mr.  Key. 

The  assistant  in  charge  did  his  best  also,  by  communicating  the  wants 
of  the  office  to  the  field  parties  and  to  me,  to  obtain  the  necessary  materials 
in  time. 

The  various  information  which  had  been  determined  to  be  placed  on 
the  map  was  collected,  as  f^ir  as  practicable,  before  the  completion  of  the 
survey.  I  was  indebted  to  Captain  A.  A.  Gibson,  United  States  army,  for 
the  interest  which  he  showed  in  this  matter,  ai.d  for  the  various  suggestions 
which  he  made  to  improve  the  value  of  the  map.  The  scale  of  this  map 
had  been  agreed  upon  with  the  commissioners  as  1-20000,  and  besides 
this  a  map  of  the  city  wharves,  and  of  Brooklyn  was  to  be  made  upon  a 
scale  of  1-5000.  On  the  scale  of  1-20000,  the  commissioners'  map  will 
consist  of  12  sheets,  each  44  inches  long  by  28  inches  wide,  and  forming, 
when  united,  one  large  sheet,  11  feot  in  length,  and  9 J  feet  in  width. 
The  comparative  map  of  different  surveys  will  be  on  a  scale  of  1-20000, 
and  in  two  large  sheets  4  feet  by  4  feet.  This  study  is  in  charge  of  Mr. 
Boschke. 

In  August  last,  I  repaired  to  New  York  to  meet  tiie  olTicers  who  had 
been  selected  to  act  as  advisers  in  regard  to  the  engineering  and  other 
questions  involved  in  the  encroachments  on  the  harbor,  and  while  there 
communicated  with  the  coast  survey  parties,  giving  supplementary  instruc- 
tions, and  carefully  informing  myself  of  the  degree  of  progress  of  the 
several  parts  of  the  survey. 


Neio  York  Harbor  Commission  Reports. 


G3 


I  proceed  to  notice  the  several  operations  of  the  parties,  drawn  from 
the  reports  to  the  1st  of  November. 

Triangulation. — This  embraces  an  area  of  four  hundred  and  thirty-four 
square  miles,  extending  over  the  space  already  described  as  included  in  the 
limits  of  the  commissioners'  map.  It  has  been  executed  by  Assistant  Ed- 
mund Blunt,  with  the  aid  of  Assistants  A.  H.  Seward,  United  States 
army,  C.  P.  Bolles  and  John  Rockwell.  Between  the  20th  of  June  and 
the  30th  of  October,  one  hundred  and  thirty  eight  stations  have  b^en  oc- 
cupied, and  1,598  series  of  observations  made,  consisting  of  10,o97  obser- 
vations. This  presents  an  amount  of  work  almost  unprecedented.  AVith 
great  practical  skill  it  has  been  made  of  the  character  exactly  required, 
so  as  to  lose  no  time  by  aiming  at  arrangement  of  triangles,  inappropriate 
to  the  circumstances  of  the  case. 

Topography. — The  limits  of  the  topographical  sheets  executed  by  Assist- 
ant F.  H.  Gerdes,  are  stated  in  his  report,  Appendix  No.  1.  They  con- 
sist of  two  sheets  of  the  East  river,  two  of  the  North  (Hudson)  river,  and 
one  of  Manhattan  island. 

The  statistics  of  the  details  are  as  follows  : 


Sheets. 

Shore  Line. 
Miles. 

Shore  Line 
of  Wharves. 
MHes. 

Koads. 
Miles. 

Streets 
Measured. 
Miles. 

Area. 
Square  ^Miles. 

Remarks. 

L... 

19 

4 

6 

n.... 

10 

2 

10 

m.... 

8 

IV.... 

33 

i 

18 

v.... 

46 

12 

23 

VL... 

1 

117 

20 

65^ 

The  limits  of  the  sheets  of  Assistant  A.  M.  Harrison  are  also  given  in 
detail  in  his  report,  Appendix  No.  3,  and  the  general  limits  of  his  entire 
work  have  been  already  stated.  The  areas  and  extent  of  shore  line  were 
as  follows : 


Sheets. 

Miles  of 
Shore  Line. 

Eoads. 

Area. 

Sheet  No.  1  

23^ 
lOi 
lok 

3.^ 
1 

i 

2  

3  

2i 

i 

Total  

49 

61 

2 

Interesting  particulars  in  regard  to  the  amount  of  washing  away  of  the 
south  shore  of  Raritan  bay,  are  given  in  Mr.  Harrison's  report.  Mr. 


« 


64 


New  York  Harbor  Commission  Reports. 


Harrison  was  assisted  by  Mr.  P.  R.  Hawley,  and  had  the  use.  of  the  coast 
survey  schooner  "John  Y.  Mason,"  for  transportation. 

The  report  of  Assistant  S.  A.  Gilbert  (Appendix  No.  2)  shows  the 
following  amount  of  work  executed  on  Long  Island,  between  Gowanus 
and  Hog  Island  inlet.  The  amount  of  details  thus  far  surveyed  is  as 
follows  : 

Shore  line   178  miles. 

Eoads   67  " 

Area   46  square  miles. 

Mr.  Gilbert  acknowledges  the  assistance  derived  from  the  services  of  Mr, 
Malcom  Seaton,  aid  in  his  party. 

The  plane  taljle  work  of  Assistant  A.  S.  Wadsworth,  executed  between 
the  10th  of  August  and  1st  of  November,  extended  on  the  New  Jersey 
shore  from  Jersey  City  to  Constable's  point  on  Staten  Island,  from  the 
Quarantine  to  Newark  bay,  the  shores  of  Newark  bay  to  the  mouths  of 
the  Passaic  and  Hackensack  rivers.  Fifty  miles  of  shore  line  are  com- 
prised in  it.  The  party  is  still  at  work  completing  the  shores  of  the 
Great  Kills. 

Hydrography. — In  the  execution  of  the  hydrography  of  the  East  river, 
and  of  tlie  inner  and  outer  harbors,  Lieutenant  Commanding  T.  A.  Cra- 
ven reports  the  following  work  done  up  to  November  1st : 


Area  surveyed,  square  miles   40 

Miles  of  soundings   1,967 

Number  of  angles  measured   5, 132 

Number  of  soundings   74,050 

Greatest  depth  of  water,  fatkoms ...  7   20 

Least        "          "         "    1 

Tides  observed,  stations   5 

Operations  commenced,  July  1st. 
"        discontinued,  Nov.  10th. 


Twenty-five  current  stations  were  occupied,  and  full  sets  of  observa- 
tions made  at  them.  The  discovery  or  development  of  a  shoal  in  the  main 
ship  channel,  south  of  the  Narrows  and  near  West  Bank,  is  one  of  the 
important  results  of  this  resurvey.  Official  information  of  this  is  ex- 
pected at  an  early  date,  and  will  be  published  at  once. 

Lieutenant  Commanding  Craven  made  some  very  interesting  experi- 
ments at  my  suggestion,  to  test  his  views  of  the  source  of  increase  of  the 
point  of  Sandy  Hook.  These,  however,  require  repetition  before  drawing 
positive  conclusions  from  them. 

Up  to  the  1st  of  November,  Lieutenant  Commanding  Wainwright  had 
completed  the  part  of  the  Hudson  river,  between  Glenwood  and  Castle 
Garden,  Newark  bay,  and  Kill  Van  Kull,  and  Arthur  Kull,  on  Htaten 
Island  sound,  to  Elizabethport,  and  expected  to  complete  the  work  assign- 
ed to  him  before  the  close  of  the  season. 

The  statistics  of  his  work  arc  as  follows : 


Number  of  miles  of  soundings  ✓   388 

"        angles  observed   4,311 

casts  of  the  lead   28,259 

"        current  stations  occupied   12 

tidal    5 


New  York  Harbor  Commission  Beports. 


65 


A  small  steamboat  was  employed  for  Lieutenant  Commanding  Wain- 
wright,  by  the  commissioners,  and  served  greatly  to  advance  the  progress 
of  the  hydrography. 

Report  of  Assistant  F.  H.  Gerdes. 

Neav  York,  October  31,  1855. 
Sir:   I  have  the  honor  to  report,  that  the  following  topographical 
surveys,  as  directed  by  you  in  the  early  part  of  July,  1855,  have  been 
completed. 

1.  East  river,  from  Hellgateto  Gowanus  bay,  including  part  of  Astoria, 
Ravenswood,  Hunter's  point,  Greenpoint,  AVilliams burgh,  and  Brooklyn,  to 
the  wharf  opposite  Greenwood  cemetery. 

2.  North  river,  from  Jersey  city  to  Gutemberg's  wharf,  including  Jersey 
city,  Pavonia,  Hoboken,  Washington  village.  West  Hoboken,  and  parts  of 
Weehawken,  and  extending  westward  to  the  Palisade  avenue. 

3.  North  river,  from  Gutemberg's  wharf  to  Normansville,  opposite 
Tubbyhook,  embracing  shore  and  characteristic  topography. 

4.  East  river,  both  sides,  from  Throg's  Neck  to  the  city  of  New  York, 
with  characteristic  topography,  and  in  some  parts  wiili  considerable  in- 
terior ;  embracing,  also.  Flushing  bay,  Riker's  and  Berrian's  islands,  the 
Brothers,  and  the  larger  parts  of  Ward's  and  Randall's  islands,  with  the 
improvements  thereon  since  1850 — also  the  determination  of  a  series  of 
points  for  the  use  of  the  hydrogrnphic  party. 

5.  Manhattan  island,  containing  an  entire  new  survey  of  the  shores,  also 
of  the  opposite  shore  lines  of  Harlem  river,  with  characteristic  topography 
— and  a  complete  topographical  survey  of  the  upper  part  of  the  island, 
which  had  not  been  included  in  the  map  of  1854. 

In  regard  to  the  survey  of  Greenpoint,  Williamsburgh,  Brooklyn,  Jersey 
City,  Hoboken,  &c.,  I  would  remark,  that  the  time  allotted  for  the  com- 
pletion of  the  harbor  map  of  New  York  did  not  admit  of  a  greater  ex- 
tension in  the  interior.  I  have  included  in  the  respective  sheets  generally 
from  six  to  eight  blocks  deep,  and,  in  some  instances,  more,  and  always 

determined  the  direction  of  streets  toward  the  interior   In  the 

map  of  Hellgate,  surveyed  in  1850,  by  Henry  L.  Whiting,  Esq.,  assistant 
U.  S.  coast  survey,  I  found  it  necessary  to  add  many  alterations  and  im- 
provements, particularly  in  the  city  and  state  government  possessions,  on 
Ward's  and  Randall's  islands.  I  added  all  that  was  necessary  ;  and 
furthermore,  I  determined,  over  the  whole  extent  of  Mr.  Whiting's  survey, 
a  series  of  points,  to  be  used  as  sounding  points  by  the  hydrographic  party. 
In  any  other  respect,  the  map  of  Hellgate  was  perfectly  good,  and  is  one 
of  the  finest  specimens  and  handsomest  representations  of  reduction  from 
nature,  that  I  have  ever  compared  in  the  field. 

Tiie  sheet  of  p]ast  river,  from  Hellgate  to  Throg's  Neck,  I  suppose,  must 
appear  quite  diflTerent  from  Mr.  Renard's  survey  of  1837  or  1838.  There 
are  now  large  and  flourishing  villages  and  manufacturing  places,  where 
then  only  single  and  scattered  farms  could  be  found.     Cities,  even,  are 

laid  out,  where  he  must  have  found  marshes  and  forests   In 

1853,  I  added  the  improvements  and  resurveyed  parts  included  in  the 
topogr,.phical  coast  survey  maps  above  Manhattan  island  on  the  Hudson 

5 


66  New  YorJc  Harbor  Commission  Revorts. 


river  ;  but  I  had  no  points  of  triangulation,  and  had  to  trust  to  chaining. 
Lieut.  Commanding  Wainwright  was  directed  by  you  to  resound  the  river, 
from  Yonkers  downward,  for  which  purpose  Assistant  Blunt  determined  a 
series  of  trigonometrical  points.  Tliinking  it  proper  that  my  survey  of 
1853,  as  well  as  the  hydrography  of  1855,  should  have  also  to  be  based  on 
this  triangulation,  I  connected  the  topography  up  to  Yonkers,  with  Mr. 
Blunt's  points,  added  at  the  same  time  all  improvements  of  my  sheets,  and 
corrected  the  slight  deviations. 

I  also  furnished,  by  your  direction,  to  the  commissioners  on  New  York 
harbor  encroachments,  a  map  running  on  East  river,  from  Tenth  to  Twen- 
ty-eiglith  street,  and  embracing  the  blocks  between  the  shore  and  First 

avenue,  made  in  a  scale  of  1-2500  of  nature  

Very  respectfully, 

Your  most  ob'd't  serv't, 

F.  H.  Gerdes, 
Assistant  U.  S-  Coast  Survey. 

Professor  A.  D.  Bache, 

Supt.  TJ.  S.  Coast  Jurvey. 


Report  of  Assistant  S.  A.  Gilbert. 

Flatlands,  L.  I.,  N.  Y.,  Nov.  1,  1855. 
Sir  :  The  following  is  a  report  of  the  progress  of  the  topographical 
work  under  my  charge  in  the  resurvey  of  New  York  harbor  and  bay.  My 
party  was  organized  on  the  25th  of  August  last,  but  owing  to  circum- 
stances out  of  my  control,  did  not  get  into  active  operations  until  the  1st 
of  September.  We  then  commenced  work  at  Gowanus,  near  Greenwood 
cemetery,  and  ran  the  east  side  of  the  harbor  and  bay  to  Hog  inlet.  These 
limits  include  the  villages  of  Fort  Hamilton,  Bath,  Gravesend,  Sheephead 
bay,  and  Rockaway,  and  also  localities  known  as  Gravesend  bay.  Coney 
island,  Pelican  island.  Barren  island,  Duckbar  island,  Rockaway  beach, 
and  the  greater  part  of  Jamaica  bay,  with  the  numerous  creeks  and  islands 
in  and  around  it. 

The  amount  of  details  thus  far  surveyed  is — 

Shore  line  178  miles. 

Koads   67  " 

Area   46  sq.  miles. 

I  am  pleased  to  be  able  to  report  very  favorably  of  my  aid,  Mr.  M,  Ssaton, 
he  having  been  of  great  assistance  to  me.  Whenever  it  was  practicable  we 
worked  with  both  plane-table  and  compass  at  the  same  time,  Mr.  Seatou 
using  the  compass  and  chain  in  the  interior,  on  roads  and  general  details ; 
his  work  thus  done  amounts  to  six  square  miles  in  area,  in  which  there  are 
twenty-five  miles  of  roads,  and  about  ten  miles  of  outline  of  marsh ;  all  of 
which  is  included  in  the  previous  statement. 

Yours  respectfully, 

Samuel  A.  Gilbert, 

Assistant  U.  S.  Coast  Survey. 
Prof.  A.  D.  Baciie,  Superintendent  U.  S.  Coast  Survey. 


New  York  Harbor  Oommission  Beports. 


67 


Report  of  Assistant  A.  M.  Harrison. 

U.  S.  Schooner,  J.  Y.  Mason,  off  Perth  Amboy,  f 
Middlesex  county,  N.  J.,  Oct.  31,  1855.  ) 

Dear  Sir  :  I  have  the  honor  of  sending  you  my  report  of  the  work  ex- 
ecuted by  myself  and  party  durmg  the  past  season  

My  first  work  consisted  in  selecting  sites  and  erecting  signals  for  the 
triangulatioii  party.  Twenty-one  signals  were  erected  on  the  shores  of 
Raritan  bay,  seven  on  Staten  Island,  and  fourteen  on  the  coast  of  New 
Jersey,  extending  from  South  Amboy  to  the  highlands  of  Navesink. 

Careful  topographical  sketches,  measurements,  and  written  descriptions 
of  these  stations  were  forwarded  to  Assistant  E.  Blunt,  duplicates  of  which 
I  will  send  to  the  office  before  the  close  of  the  season. 

This  having  been  completed,  I  commenced  my  topographical  work  at 
Sandy  Hook,  on  sheet  No.  1,  that  being  the  only  sheet  containing  any  de- 
termined points.  Previous  to  commencing  plane-table  work,  however, 
searched  for  six  stones  erected  on  Sandy  Hook  by  Sub- Assistant  R.  M. 
Bache,  under  your  directions,  in  1851,  as  fixed  points  of  reference,  for  the 
purpose  of  marking  definitely  the  changes  which  might  occur  in  that  re- 
gion. I  succeeded  in  finding  five  of  them,  and  placing  signals  over  them, 
and  subsequently  determined  their  positions  carefully  on  the  plane-table 
sheet.  The  sixth  stone,  I  am  convinced,  is  not  lost,  and  I  will  endeavor 
to  find  it  next  season ;  it  has  probably  been  covered  with  sand  by  the 
wind.  The  latter  appears  to  me  to  be  one  of  the  causes,  if  not  the  chief 
cause  of  the  changes  which  take  place  annually  at  the  Hook. 

My  first  sheet,  No.  1,  embraces  the  survey  of  Sandy  Hook,  the  adjacent 
island,  and  the  shoals  in  the  vicinity,  which  are  bare  at  low  water ;  and  a 
portion  of  the  highlands  of  Navesink,  running  from  a  third  to  three 
quarters  of  a  mile  inland.  This  was  inked  and  forwarded  to  the  office  : 
and  on  the  26th  of  September  I  commenced  sheet  No.  2,  which  includes 
the  shore  of  New  Jersey  from  the  Highlands  to  near  the  village  of  Union. 
On  the  19th  of  October  a  tracing  of  this  sheet  was  sent  to  the  office. 

Since  then  I  have  executed  the  shore  line  of  sheet  No.  3,  which  extends 
from  Union  to  about  a  mile  up  the  Raritan  river,  beyond  South  Amboy, 
completing  the  shore  line  of  the  work  originally  plajiiied  for  me  by  your- 
self for  the  season.  A  tracing  of  the  latter  will  be  immediately  forwarded 
to  Washington.  I  now  propose  to  commence  the  filling  in  of  the  interior 
topography,  and  continue  eastward,  until  such  a  time  as  you  may  deem  it 
necessary  for  me  to  start  for  the  St.  John's  and  St.  Mary's  rivers. 

In  regard  to  the  changes  which  have  taken  place  on  the  Raritan  bay 
shore  of  New  Jersey,  since  the  last  survey,  the  accompanying  list  of  points 
where  I  have  made  examinations  will  give  the  amount  of  washing  away 
which  has  come  under  my  observation. 


830  yards  east  of  Chesnaquack  creek   30  feet. 

At  Malayan  (or  Matavau)  point   40  " 

At  Conaskonk  point   30  " 

At  Point  Comfoi-t   75  " 

648  yards  west  of  wharf  at  Point  Monmouth   30  " 


 I  have  been  assi-sted  by  the  aid  of  the  party,  Mr.  P.  R.  Haw- 
ley,  in  the  erection  of  signals  and,  toward  the  end  of  the  season,  in  plane- 


68 


New  York  Harbor  Commission  Reports. 


table  duties ;  and  I  take  this  opportunity  of  speaking  of  his  work  as  hav- 
ing been  entirely  satisfactory,  and  executed  with  a  hearty  good  will.  .  .  . 
Respectfully  submitted  by, 

Very  respectfully,  your  obedient  servant, 

A.  M.  Harrison,  Assistant. 
Prof.  A.  D.  Bache,  Superintendent  U.  S.  Coast  Survey. 

Remarks  on  Surveys  made  at  Different  Periods  in  New  York  Harbor. 

NORTH  RIVER. 

Since  1835,  the  North  river  has  deepened  from  about  Fortieth  street 
southward,  on  the  average  nearly  one  fathom,  and  the  deepest  channel-way 
lies  now  on  the  New  York  side.  On  the  New  Jersey  side,  opposite  Long 
wharf,  the  rivef  has  also  deepened  by  some  two  feet ;  but  a  considerable 
deposit  has  been  made  south  of  Cunard  dock  and  opposite  to  Canal  dock. 

EAST  RIVER. 

Between  Newtown  creek  and  the  navyyard,  the  bed  of  East  river  has 
changed  slightly  in  the  channel- way,  but  tlie  flat  opposite  Rivington  street 
has  extended  into  the  river.  A  tendency  to  this  effect  existed  in  1835, 
and  is  marked  by  an  isolated  spot  of  sixteen  to  eighteen  feet  projecting  out 
into  the  river. 

From  the  navyyard  to  the  Battery  the  river  has  deepened  somewhat 
throughout,  averaging  from  three  feet  to  one  fathom,  without  change  in 
the  course  of  the  deepest  channel-way. 

The  water  front  at  Brooklyn  and  Williamsburgh  having  been  much  im- 
proved since  the  last  survey,  the  shore  line  is  for  the  present  left  in  pencil. 

The  shoal  at  the  head  of  Buttermilk  channel  has  been  diminishing  since 
1835  in  size,  but  the  spot  of  least  depth  has  shoaled  from  thirteen  to  twelve 
feet,  and  evidently  ch.anges  in  position  and  often  in  size,  but  has  always 
left  to  the  east  and  west  of  its  channels  of  uniform  depth  and  width. 

There  seems  to  be  at  present  a  tendency  to  shoaling  off  the  wharves  be- 
tween South  and  Atlantic  dock  ferries  on  the  Brooklyn  side. 

The  spit  from  Castle  Garden  off  the  Battery  to  pier  No.  6  is  increasing, 
and  there  are  now  two  twelve-foot  spots  extending  into  the  river. 

Between  1835  and  1848  Buttermilk  channel  increased  in  depth,  but  the 
shoal  spots  have  gained  on  both  sides  of  the  channel,  the  water  having 
shoaled  from  twelve  to  seven  feet  and  from  twelve  to  ten  feet. 

JERSEY  FLATS. 

A  comparison  between  1835  and  1853  shows  a  decrease  of  water  gene- 
rally over  the  Jersey  flats,  with  a  tendency  toward  an  even  depth  of  six 
feet  water  in  nearly  a  straight  line  from  Ellis'  island  to  Robbins'  reef 
lighthouse. 

FROM  THE  NARROWS  TO  NAVESINK  LIGHTS.  SHEET  NO.  II. 

The  fourteen-foot  channel  and  its  bar  have  undergone  scarcely  any  change 
in  depth,  but  the  channel  has  been  encroached  upon  in  mdth  somewhat. 


New  York  Harhor  Commission  Reports. 


69 


The  flat  which  separates  it  from  East  channel  has  kept  its  original  shape, 
but  is  steadily  shoaling. 

East  channel  may  be  considered  as  improving  in  general  depth,  although 
in  the  survey  of  1848  several  small  spots  of  eighteen  and  sixteen  feet 
occur.  The  sa'me  survey  shows  that  the  bar  of  18o5,  carrying  nineteen 
feet,  had  randed  up  to  seventeen  feet,  a  small  spot  of  that  depth  having  so 
increased  as  to  make  the  bar  of  1848  about  half  a  mile  in  width.  The 
survey  of  1853,  however,  shows  the  channel  and  bar  improved,  giving  the 
latter  eighteen  feet  cf  water  and  a  width  of  about  an  eighth  of  a  mile. 

The  main  body  of  the  flats  between  East  channel  and  Swash  channel 
seems  to  have  retained  its  shape,  but  the  general  depth  is  increasing.  On 
this  occurs  the  Dry  Romer  shoal,  which  follows  the  same  tendency.  It 
is  gradually  washing  away,  and  at  present  covers  scarcely  a  fourth  of  the 
area  shown  in  1835. 

Swash  channel  is  constantly  changing,  especially  on  the  southern  side 
where  eighteen-f'oot  lumps  are  very  frequent.  The  survey  of  1853  shows 
a  considerable  improvement  in  this  channel,  with  free  access,  four  fath- 
oms water  and  a  width  of  a  quarter  of  a  mile;  but  the  survey  cannot  be 
regarded  as  sufficiently  detailed  to  render  it  certain  that  no  obstructions 
whatever  exist  in  the  channel  entrance. 

The  flat  between  Swash  channel  and  Main  ship-channel  has  changed 
very  little  in  area,  but  the  shoalest  portions,  as  Flynn's  knoll,  &c.,  are 
diminishing  in  size,  and  have  improved  in  depth  from  one  to  two  feet. 

I'hlse  Hook  channel  deepened  between  1835  and  1848  opposite  to  Sandy 
Hook  light  and  the  bulkhead  due  east  of  East  beacoa  has  been  washed 
away,  but  in  place  of  it  a  spit  has  formed  north  of  Sandy  Hook,  projec- 
ting into  the  main  ship-channel.  The  southern  part  of  this  channel  has 
in  some  places  shoaled,  and  the  large  flat  east  of  the  channel,  consisting  in 
1835  of  three  distinct  eighteen-foot  shoals,  sanded  up  previous  to  1848, 
and  then  constituted  a  continuous  shoal  of  that  depth. 

NEW  YORK  BAR. 

Gedneijs  channel  which,  in  1835,  had  a  channel- way  of  three  and  three 
fourths  fathoms,  sanded  up  so  as  to  show  in  1848  a  very  narrow  bar  with 
three  and  a  half  fathoms.  In  1835,  this  bar  is  shown  as  shifted  to  the 
east,  without,  however,  any  alteration  in  depth  (three  and  a  half  fathoms), 
but  with  a  tendency  to  iucreast  in  width. 

North  channel  had,  in  1835,  several  knolls  of  three  and  a  half  fathom?, 
but  the  survey  of  1848  shows  a  bar  a  mile  in  width,  and  in  occasional 
spots  as  little  as  three  and  one  fourth  fathoms  water.  The  survey  of  1853 
exhibits  a  considerable  improvement  in  this  channel,  but  its  apparent  ten- 
dency to  deepen  to  four  fathoms  could  be  determined  only  by  a  minute  re- 
survey.  Its  direction  seems  to  be  due  east  of  a  point  half  a  mile  nortli  of 
Sandy  Hook  east  beacon. 

Soatli  channel  in  1835  carried  on  its  bar  three  and  a  half  fathoms.  The 
survey  in  1848  shows  obstructions  of  eighteen-foot  spots  ;  and,  though 
that  of  1853  represents  it  as  improved,  one  spot  of  sixteen  feet  occurs  in 
the  channel- way. 


70 


New  York  Harbor  Commission  Reports, 


Documents  relating  to  Survey  of  New  York  Bay  and  Harbor  and  Dependencies^  for 
the  Commissioners  on  Harbor  Encroachments 

Harbor  Commissioners'  Office,  \ 
30  Broadway,  N.  Y.,  June  23,  1855.  | 
Dear  Sir  :  I  am  requested  by  the  commissioners  on  harbor  encroach- 
ments, to  transmit  you  a  copy  of  a  preamble  and  resolution  adopted  by 
them,  which  you  will  please  find  enclosed. 

Very  respectfully,  your  obeaient  servant, 

G.  H.  BOUGHTON, 

Prof.  A.  D.  Bache.  Secretary. 

Office  of  Commissioners  on  Harbor  Encroachments,  | 
30  Broadway,  N.  Y.,  June  20,  1855.  } 

Whereas,  the  President  of  the  United  States,  on  the  application  of  this 
commission,  has  authorized  Prof.  Bache  to  grant  such  assistance  in  the 
survey  of  the  harbor  of  New  York  as  may  be  consistent  with  the  general 
progress  of  the  coast  survey  ;  and 

Whereas,  Prof.  Bache  has  expressed  his  readiness  to  comply  with  the 
desire  of  the  members  of  this  commission,  and  to  furnish  a  sufficient  num- 
ber of  engineers,  together  with  the  necessary  implements  and  appliances  to 
make  the  surveys  and  examinations  contemplated  by  the  law  creating  the 
commission,  and  to  superintend  and  direct  the  same ;  therefore, 

Resolved,  That  Professor  Bache  be  and  he  is  hereby  respectfully  re- 
quested, to  detail  as  soon  as  may  be,  such  officers  and  engineers,  as  he  may 
deem  necessary  to  make,  under  his  superintendence,  accurate  surveys  of 
the  shores  of  the  harbor  of  New  York  ;  to  take  such  soundings  in  the  said 
harbor,  and  observations  of  the  currents  tlierein,  as  will  enable  the  com- 
mission to  present  to  the  legislature  an  accurate  map  of  the  harbor  of  New 
York  and  the  adjacent  lands,  in  accordance  with  the  requirements  of  the 
act  of  March  30,  1855,  chapter  121. 

I  certify  the  foregoing  to  be  a  correct  copy  of  a  preamble  and  resolutions 
passed  by  the  commissioners  on  harbor  encroachments. 

G.  H.  Boughton,  Secretary 

Irving  House,  New  York,  ) 
June  23,  1855.  ) 
.  Dear  Sir  :  I  have  to  acknowledge  the  receipt  of  your  note,  enclosing 
the  preamble  and  resolutions  of  the  committee  on  harbor  encroachments, 
requesting  me  to  make  an  arrangement  for  a  survey  of  the  harbor  of  New 
York,  and  the  adjacent  lands,  by  parties  of  the  coast  survey,  under 
authority  given  by  the  President  of  the  United  States  and  Secretary  of  the 
Treasury. 

In  compliance  with  the  request  of  the  commissioners,  I  have  already 
commenced  the  necessary  arrangements  by  the  detail  of  officers  and  the  as- 
signment of  vessels  and  other  appliances  for  the  survey,  and  will  complete 
all  the  preliminaries  in  the  course  of  next  week. 

I  siiall  endeavor  so  to  arrange  the  work,  as  to  complete  the  shore  line  and 
most  essential  hydrography  by  next  November,  so  that  it  may  be  accu- 


New  York  Harbor  Commission  Reports. 


7L 


rately  mapped  in  the  office,  presenting,  also,  if  practicable,  in  time  for  your 
report  to  the  legislature,  next  winter,  the  topography  of  the  immediate 
shores. 

Should  tlie  commissioners  desire  special  arrangements  in  regard  to  any 
part  of  the  details  of  the  work,  I  will  be  obliged  by  their  communicating 
their  wishes  to  me,  that  I  may  give  the  necessary  directions  to  the  several 
parties. 

As  soon  as  the  necessary  arrangements  are  completed,  I  will  report  them 
to  the  commissioners. 

Very  respectfully  yours, 

A.  D.  Baciie, 
Supt.  U.  S.  a  Survey. 

G.  H.  BouGHTON,  Esq  , 

Sec'y  Commrs.  Harh.  Encroach'' ts,  ^c. 

July  9,  1855. 

At  a  meeting  of  the  commissioners  on  harbor  encroachments,  Professor 
Bache  made  the  following  report  of  his  arrangements,  under  the  resolutions 
of  the  commissioners  of  June  20,  of  which  he  asks  the  approval  of  the 
commissioners : 

1.  A  triangulation  party  is  at  work,  under  charge  of  Edmund  Blunt, 
Esq.,  assistant  U.  S.  coast  survey,  assisted  by  C.  V.  Bolles,  Esq.,  and 
Lieutenant  Seward,  U.  S.  A  ,  assistants  coast  survey. 

This  party  has  been  rendered  necessary  by  the  obliteration  of  many  of 
the  points  formerly  determined  by  the  survey  in  the  progress  of  improve- 
ment, axid  by  other  circumstances  of  a  similar  kind.  The  party  has  been 
drawn  from  the  upper  part  of  the  Hudson,  and  merely  the  extra  expenses 
will  be  charged  to  the  commissioners. 

2.  A  plane  table  party,  under  the  charge  of  F.  H.  Gerdes,  Esq.,  as- 
sistant U.  S.  coast  survey,  will  be  engaged  in  New  York  city,  Brooklyn, 
Jersey  City,  and  in  the  East  river  and  Long  Island  sound  to  Throg's  Neck. 
This  party  was  already  provided  for :  and  only  its  extra  expenses  will  be 
chargeable  to  the  commissioners. 

3.  A  plane  table  party,  under  the  charge  of  Richard  D.  Cutts,  Esq., 
assistant  U.  S.  coast  survey,  which  will  work  on  Staten  Island  and  the 
adjacent  shores. 

4.  A  plane  table  party,  under  the  charge  of  A.  M.  Harrison,  Esq.,  as- 
sistant United  States  coast  survey,  which  will  work  at  Sandy  Hook  and 
the  vicinity,  and  on  the  north  side  of  Raritan  bay. 

5.  A  hydrographic  party,  under  the  command  of  Lieutenant  Command- 
ing T.  A.  Craven,  U.  S  A.,  assistant  United  States  coast  survey,  having 
the  steamer  Corwin  and  schooner  Madison  for  the  use  of  the  party,  which 
will  survey  the  East  river.  Long  Island  sound  to  Throg's  Neck,  the  upper 
and  lower  bays,  and  approaches. 

6.  A  second  hydrographic  party,  under  the  command  of  Lieut,  Com- 
manding Richard  Wainwriglit,  U.  S  N.,  assistant  United  States  coast 
survey,  having  the  schooner  Nautilus  for  the  use  of  the  party,  which  will 
survey  the  Hudson,  from  Yonkers  to  the  city,  inclusive,  and  Harlem  river. 
This  party  has  been  withdrawn  from  the  upper  part  of  the  Hudson,  and 
only  the  extra  expenses  are  chargeable  to  the  commissioners. 


72 


Neiu  York  Harbor  Commission  Reports-. 


7.  Should  it  prove,  by  the  luiddle  of  August,  that  th.e  progress  is  not 
as  rapid  as  is  now  expected,  other  parties  may  be  added  if  desired. 

8.  The  foregoing  parties,  officered  from  the  coast  survey,  are  all  fur- 
nished with  the  vessels  needed,  instruments  and  other  appliances  ;  and 
merely  the  contingent  expenses,  and  such  extra  expenses  as  may  be  in- 
curred by  the  officers,  will  be  charged  to  the  commissioners. 

9.  To  keep  the  execution  of  the  map  as  nearly  up  with  the  field  work 
as  pot%sible,  the  hydrographic  draughtsman  of  Lieut.  Commanding  Craven 
will  work  in  New  York  in  the  office  of  the  commissioners.  The  plane 
table  and  hydrographic  sheets  will  be  sent  to  Washington  as  early  as 
practicable,  and  will  be  compiled  there  into  a  map,  on  the  scale  and  with 
the  limits  of  that  presented  in  project  to  the  commissioners,  on  the  6th  of 
July  (marked  A,  with  one  or  two  miles  additional  on  the  north  side). 

10:  To  have  a  copy  of  the  comparative  map,  with  the  addition  of  the 
survey  of  1855,  prepared  for  the  commissioners  in  the  office  of  the  coast 
survey. 

11.  To  have  a  comparative  map  of  the  city  wharves  and  exterior  line, 
from  surveys  at  different  periods,  prepared  in  the  office  of  the  commission- 
ers, by  the  draughtsman  of  Lieutenant  Craven's  party, 

12.  The  accounts  for  the  expenditure  of  this  work  will  be  rendered 
monthly.  The  detailed  accounts-  will  go  to  the  ofhce  of  the  disbursing 
agent  of  the  coast  f^urvey,  who  will  prepare  them  for  examination  of  the 
superintendent,  and  an  abstract  for  his  signature,  approval  and  certificate; 
which  abstract,  with  the  signature  of  the  disbursing  agent  and  superin- 
tendent, will  be  sent  to  the  commissioners  in  duplicate. 

13.  These  arrangements  are  intended  to  furnish  the  hydrograpliy,  shore 
line,  and  at  least  the  characteristic  topography  of  the  adjacent  lands,  of 
the  harbor  and  bay  and  the  dependencies  generally,  by  the  1st  of  Novem- 
ber to  the  1st  of  December  next ;  and  a  preliminary  map,  which  may  be 
presented  to  the  legislature  before  the  second  Tuesday  in  January,  leaving 
the  completion  of  the  topography  in  the  interior,  and  such  parts  of  the  de- 
pendencies as  cannot  be  reached,  and  the  complete  map,  to  another  season. 

July  9,  1855. 

At  a  meeting  of  the  commissioners  on  harbor  encroachments,  the  fol- 
lowing resolution  was  adopted  : 

Resolved,  That  the  report  of  Professor  Bache,  this  day  submitted  to  the 
commission,  on  the  arrangement  and  duties  of  the  several  parties  detailed 
by  him  for  the  survey  of  the  harbor,  be,  and  is  hereby  sanctioned  and  ap- 
proved. 

G.  H,  BOUGHTON, 

Harbor  Commissioners'  Office,  I  Secretary. 
New  York,  July  9,  1855.  ) 

MoNj)AY,  July  9,  1855. 
At  a  meeting  of  the  commissioners  on  harbor  encroachments,  held  at 
their  office,  Professor  Bache  having  stated  to  the  comrait^sioners,  that  he 
desired  that  Genl.  Totten,  Commander  Davis  and  Capt.  Benham,  might 
be  appointed  with  him,  in  the  consideration  of  an  exterior  line  for  the 


Neiu  York  Harbor  Commission  Reports. 


73 


harbor  of  New  York,  and  matters  relation  thereto,  Mr.  Bowen  offered  the 
following  resolutions,  which  were  adopted  : 

Resolved,  That  this  commission,  in  compliance  with  the  request  of  Prof. 
Bache,  do  hereby  respectfully  request  Genl.  Joseph  G.  Totten,  Comman- 
der C.  II.  Davis,  and  Capt.  H.  W.  Benham,  to  meet  Prof.  Bache  at  such 
period  of  time  as  he  may  determine,  and  as  will  be  convenient  to  them- 
selves, for  the  purpose  of  consulting  on  a  proper  water  line  for  the  harbor 
of  New  York. 

Reaolved,  That  a  copy  of  the  foregoing  resolution  be  sent  to  Prof.  Bache, 
and  that  he  be  requested  to  communicate  the  wishes  of  this  commission  to 
the  gentlemen  therein  named. 

I  certify  tlie  foregoing  to  be  a  correct  extract  from  the  minutes  of  the 
proceedings  of  the  commissioners. 

Harbok  Com31issioxeks'  Office,  )  G.  11.  Boughton, 

New  York,  July  9,  1855.       )  Secretary. 

Boston,  July  11,  1855. 

Dear  Sir  :  The  project  for  the  commissioners'  map  on  a  scale  of 
1-20000  having  been  communicated  to  them  met  their  approval.  It  is 
desired  to  have  from  one  to  two  miles  extension  on  the  north  side  of  the 
maps,  so  as  to  embrace  improvements  on  main,  north  of  Spuyten  Duyvil 
Gut.    With  this  change  the  map  will  be  executed. 

Please  have  the  projection  prepared  at  once,  and  arrangements  made  to 
put  the  work  in  as  received.  Constant  communication  should  bo  kept  up 
with  the  parties  and  with  me,  in  reference  to  the  map,  to  insure  its  being 
kept  up  with  the  field  Avork  and  work  afloat. 

One  of  the  best  draughtsman,  capable  of  execution  work  like  that  of  the 
Boston  liarbor,  state  and  city  maps,  should  be  put  on  this  map.  It  must 
be  drawn  on  backed  paper,  or  some  arrangements  be  made  for  backing. 

These  details  and  those  of  drawing  should  be  carefully  matured,  and  a 
memorandum  be  made  of  them  and  sent  to  me.  The  scale  of  shades 
must  be  studiously  followed. 

It  is  expected  that  the  field  work  will  all  be  complete,  as  far  as  shore 
line  and  characteristic  topography  of  shores  are  concerned,  by  Nov.  15th, 
and  the  latest  day  for  completing  the  map  is  January  10.  Should  it  turn 
out  that  existing  plane  table  sheets  may  be  used  in  furnishing  topographi- 
cal details  to  any  extent,  topography  of  as  much  of  the  interior  as  can  be 
prepared  will  be  mapped. 

In  mapping,  care  must  be  taken  to  work  on  a  uniform  system  as  to  the 
belt  of  topography  to  be  represented,  so  that  the  map  may  not  present  a 
bad  fringe  at  one  part  and  a  large  space  of  interior  at  another,  marring  its 
symmetry.  The  direction  and  daily  supervision  and  pushing  forward  of 
this  work,  should  be  assigned  to  one  person;  who  should  be  made  fully 
aware  of  the  responsibility  in  regard  to  time  and  execution. 

Mr.  Balbach  is  making  a  small  copy  of  the  project,  after  which  he  will 
return  to  the  project  in  the  large  size  to  the  office.  If  not  soon  received, 
please  request  that  it  be  forwarded. 

Please  report  half  monthly  the  progress  made. 

Yours,  respectfully, 

Capt.  W.  H.  Benham,  A.  D.  Bache, 

Assistant  in  charge  C.  S.  Office.  Superintendent. 


74 


New  York  Harbor  Commission  Bej)orts. 


(C.) 


HARBOR  EXPENSES  AT  THE  VARIOUS  PORTS. 

Actual  Expenses  incurred  on  a  Ship  of  991  tons,  entering  and  clearing  fi 


Port  of  London. 


''rom  the 


Tonnage  dues   £3    2  8 

Pilotage  in   28  19  9 

Towing   21    0  0 

Watermen   2  10  0 

Tonnage  dues  out   3    2  8 

Trinity  lights   34  15  8 

Channel  do   3    6  6 

Pilotage  out   32  10  6 


Custom-house   £2  2  0 

Towing  out  :  38  0  0 

Watermen   2  0  0 

Dock  charges   70  9  0 

Water   6  0  0 


£247  18  9 


Equal  to   $1,335  00 


Actual  Expenses  on  a  Ship  of  891  ions,  entering  and  clearing  from  the  Port  of 

Liverpool. 


Pilotage  into  port   £33  18  0 

Do.     out  of  port   30  13  0 

Tonnage  duties  inward   3    2  8 

Do,        do.    outward   3    2  8 

Towing,  inward   34   0  0 

Do,     outward   40    0  0 

Watermen,  in  and  out   4  10  0 


Trinity  and  channel  lights , .  £38  2  11 
Dock  charges,  9d  per  ton , . .    37  10  0 

Rent   4    3  6 

Watching,  lights,  &c   1  12  10 


£230  12  7 


Equal  to   $1,150  00 

The  proportionate  charge  on  a  ship  0x1,000  tons   $1,300  00 

Expenses  actually  incurred  on  a  Ship  of  991  tons,  entering  and  clearing  from  the 

Port  of  Havre. 


Surveys  on  the  cargo  francs  50, 25 

Board  of  Health   148,65 

Pilotage  in   412.35 

Help  boat  in   12.00 

Haulers  into  dock   34. 80 

Bridgmen   7.20 

Custom-house    duties  (in 

lieu  of  dock  charges,  &c, ).  5, 773. 10 

Permit   .55 

PHotage   130.80 


Help  boat  out  francs  12.00 

Haulers  out   22.20 

Stamps   12,00 

Signal  fee   5,00 

Consular  fee   63.00 


francs  6,683,90 


Equal  to   $1,336  00 


Expenses  incurred  on  a  Vessel  of  200  tons,  entering  and  clearing  from  Antwerp. 


Pilotage  from  sea  to  Flush- 
ing francs  102,00 

Pilotage  from  Flushing  to 

Antwerp   99.47 

Pilotage  from  Antwerp  to 

Flushing   68.00 

Pilotage  from  Flushing  to 

sea   33,86 

3.00 
4.24 
25,00 
15.00 
30.00 
6.35 


Bill  of  measurement  francs  18.50 


Hooking  the  vessel  

Moving  in  and  out  of  dock. 

Sea  protest  

Tribunal  of  commerce  

Surveyor's  fees  

Quay  duty   


Tonnage  duty  

Dock  duty  

Custom-house  seals  

Cooking-house  duty  

BaUast  

Waterschout  

Custom-house  certificates. 

Brokerage  

TowTi  dues,  light  dues,  &c. 


443.48 
86.00 
15.00 
6.00 

135.00 
14.00 
34,00 

150.00 
60.00 


francs  1,348.90 


Equal  to   $250  00 

The  proportionate  charges  on  a  ship  of  1,000  tons,  would  be. , .  $1,250  00 


New  York  Harbor  Commission  Reports. 


75 


Actiial  Expenses  of  a  Ship  of  610  tons  measurement^  entering^  discharging^ 
reloading  and  clearing  at  Amsterdam 


Expenses  at  New  Diep. 

Harbor  dues   fc.  18.80 

Seals   5.80 

Branch  pilot   131.70 

Steamboat   110.30 

Ligbt  money   11-06 

Brokerage  at  New  Diep   34. 25 

fc.  311.91 


Expenses  up  the  Canal. 
Canal  dues  and  canal  pilot. . .  fc.  444. 78 
Boat  assistance  in  New  Diep.        30. 00 
Horse-hire  for  towing  up  . . .  292.00 

Pilotage   14.00 

Boat  assistance  up  the  canal  18.00 


fc.  798.78 


Expenses  in  Amsterdam. 
Pilot  from  canal  to  dock. ...     fc.  12. 00 
Custom-house  expenses  for 

entering  : 
Permit  to  discharge  fc.  1.50 
Inward  tonnage  dues  349. 03 
Dock    and  harbor 

dues   79.83 

Measuring  the  ship .    25. 32 

Light  money   109.65 

Petties   25.87 

Custom-house  broker's 

commission   20. 00 

 611.20 

Steamtug  ,   40.00 

Laborage  for  discharging 

cargo   180.00 


Water  tax  

Extra  pay  to  custom-house 
officers   

Consular  fees  

Laborage  for  loading  cargo. 

Boat  attendance  in  Amster- 
dam   

Bridge  dues  

Steamboat  over  the  river. . . 

Pilotage  

Custom-house  expenses  for 
clearing  : 

Outward  tonnage 
dues  fc.  349.03 

Light  money   44.46 

Petties   30.20 

Custom-house  brok- 
er's commission . .  10.00 


17.50 

41.50 
30.00 
279.00 

36.00 
1.00 
40.00 
14.00 


Commission  for  doing  ship's 
business  


433.69 
50.00 


fc.  1,785.89 


Expenses  down  the  Canal  and  at 
New  Diep. 

Canal  dues  and  permits   fc.  300.45 

Horse  hire  down   207.20 

Boat  attendance  in  the  canal  29. 00 

Harbor  dues  in  New  Diep . .  18.30 

Steamboat  to  sea   90. 25 

Pilotage  to  sea   74. 10 


fc.  719.30 


RECAPITULATION. 

Expenses  at  New  Diep   fc.  311.91 

Expenses  Tip  the  canal   798. 78 

Expenses  in  Amsterdam   1,785.89 

Expenses  down  the  canal  and  at  New  Diep   719. 30 

fc.  3,615.88 


Proportionate  charges  on  a  ship  of  1,000  tons,  exclusive  of  charges 

for  unloading  and  loading   $2,100 


76 


New  York  Harbor  Commission  Beports. 


Port  Charges  actually  incurred  on  a  Ship  at  Cronstadt  and  Elsinore,  tonnage^ 

07 G  tons. 


Provision  notice  and  stamped 

paper   s.  r.  3.00 

Postage  of  declaration  and 

stamp   5.82 

Expenses  concerning  sound 
pass  and  bill  of  health,  in- 
ward  3.00 

Petty  harbor  and  other  ex- 
penses   21.39 

Commission  of  agent   117.10 

Certificate  for  ship's  papers  . .  5.60 

Clearing  crafts  and  passes. . .  10.00 

Notary  for  sea  protest   18.20 

Document  of  survey   8. 05 

Expenses    clearing    ship  at 

mole  head   9.15 

Use  of  the  cook-house   11.71 

Gratuity  to  custom-house  offi- 
cers  3.00 

Gratuity  to  stevedore   4. 50 

Passage  to  St.  Petersburgh ...  4. 50 

Boat-hire   6.00 

Steamboat  for  towing  ship  to 

mole   20.00 

Pass  to  St.  Petersburg   1.50 

Dunnage  for  cargo   168.20 

Stevedore  for  discharging  and 

loading  cargo, ,   432.20 


Captain's  board   122.71 

Steamboat  for  towing  to  guard 

ship   25.00 

s.  r.  1,000.63 

Equal  to   §750  48 


At  Elsinore  : 

Inward — 

Boat  hire  rbe.  12.48 

Pilotage  over  the 

grounds   22.78 

Boat-hire.-   26.08 

Outward — 

Pilotage  through 

the  grounds   36.68 

Consul's  fees   20.12 


rbe.  118.14=  S66  16 


$816  64 

Baltic  pilotage   100  00 

$916  64 


Leghorn. 

The  tonnage  and  harbor  charges  of  this  port  are  very  light,  the  expenses 
to  which  a  vessel  is  subject  being  nearly  limited  to  consular  fees.  But  the 
commerce  of  this  port  is  severely  taxed  by  the  necessity,  from  the  shallow- 
ness of  the  harbor,  of  discharging  cargoes  by  lighters,  and  from  the  rigor- 
ous quarantine  of  all  vessels,  whether  from  healthy  or  sickly  ports.  If 
from  a  sickly  port  all  the  goods  on  board  subject  to  purification,  which 
includes  all  articles  of  cotton,  wool,  silk,  hemp,  flax,  hides,  leather  or 
paper,  or  articles  of  which  the  package  is  formed  of  any  of  those  articles, 
are  transported  to  the  Lazaretto,  where  every  package  is  opened  and  un- 
dergoes a  purification  of  from  twenty  to  forty  days  from  the  opening  of 
the  package.  The  expenses  of  repacking  the  goods  to  be  transported  to 
the  warehouses  in  the  city  is  a  charge  upon  the  goods,  separate  from  the 
Lazaretto  duties  The  quarantine  on  vessels  having  clean  bills  of  health, 
and  not  coming  from  suspected  places,  is  generally  limited  to  from  fifteen 
to  twenty  days,  but  the  goods  that  are  liable  to  contagion  must  be  trans- 
ported to  the  Lazaretto. 

The  expenses  consequent  upon  this  adhesion  to  the  regulations  of  quar- 
antine, are  very  serious.  The  lighterage  and  packing  charges  alone,  of  a 
cargo  of  1,000  tons,  would  amount  to  upward  of  two  thousand  dollars. 


New  York  Harbor  Commission  Reports. 


77 


Expenses  of  entering  and  clearing  a  Ship  of  1000  tons^  at  the  Port  of  New  York. 


Pilotage  inward  on  18  feet  at  $3   $54  00 

If  boarded  outside  and  out  of  sight  of  Sandy  Hook  light  one 

fourth  additional   14  50 

  $68  50 

Pilotage  outward   54  00 

Wharfage,  25  days  :  12  days  inside  berth,  $3   $36  00 

13  days  outside    "    $1  50   19  50 

  55  50 

Custom-house  fees   5  50 

Harbormasters   15  00 

Health  officers   6  50 

Hospital,  United  States  and  State   30  50 

Clearance  at  Custom-house   5  50 


$230  50 


Amsterdam,  August  29,  1855. 

By  a  recent  act  of  the  legislature  of  this  kingdom,  which  will  come  into 
operation  the  1st  January,  1856,  the  tonnage-dues  hitherto  charged  on  all 
vessels  visiting  our  seaports,  have  been  repealed. 

As  this  liberal  measure  must  have  a  decided  influence  upon  the  condi- 
tions whereupon  ship-owners  may  feel  inclined  to  accept  a  freight  for  our 
ports,  we  deem  it  advisable  that  a  full  publicity  be  given  to  it  in  your 
country,  and  will  thank  you  for  using  your  endeavors  to  the  attainment 
of  this  object. 

In  order  to  enable  you  to  judge  of  the  bearings  of  the  new  act,  we  beg 
to  state  that  the  now  repealed  duty,  which  was  introduced  by  an  act  of 
the  26th  August,  1824,  was  charged  to  an  amount  of  45  c.  D.  C.  per  ton 
on  every  vessel  cleared  inward,  and  to  the  same  amount  on  every  vessel 
cleared  outward. 

During  the  first  time  after  its  introduction,  this  payment  was  increased 
to  twice  the  amount  for  vessels  belonging  to  foreign  powers,  by  whom 
higher  or  other  duties  were  levied  upon  Dutch  vessels  than  upon  their  own. 

At  the  reform  of  our  navigation  laws,  by  act  of  the  8th  August,  1850, 
the  tonnage-dues  lost  their  discriminating  character.  As,  however,  they 
were  only  to  be  paid  at  the  first  inward  and  outward  clearance  every  year, 
a  decided  advantage  was  still  left  to  national  vessels,  many  of  which,  en- 
tering our  ports  several  times  in  the  same  year,  got  rid  of  all  payment  at 
their  second  and  subsequent  voyages. 

The  repeal  of  this  duty  may  therefore  be  considered,  not  omy  as  a  general 
benefit  to  trade  and  navigation,  but  aleo  as  a  special  boon  to  foreign  ship- 
ping. As  such  it  belongs  to  the  series  of  measures,  whereby  in  the  last 
years  the  protection  formerly  granted  to  the  national  shipping  interest  has 
been  gradually  withdrawn. 

As  to  the  material  results  of  the  new  act,  they  will  be  best  explained  by 
putting  the  case  of  a  vessel  of  a  determinate  capacity,  viz.  :  750  tons, 
loading  2,000  bales  of  cotton.  For  such  a  vessel  the  tonnage-dues 
amoimted  to  f.381,375^  or  half  at  its  inward  and  to  the  same  figure  at  its 
oiitward  clearance.  By  their  repeal  the  ship-owner  escapes  an  expense  of 
f.762.75,  or  upward  of  S300. 

At  the  same  time  it  deserves  to  be  noticed  that  by  the  present  reduction, 


78 


New  York  Harbor  Commission  Reports. 


the  general  'shipping-costs  at  the  Dutch  ports  (including  the  dues  and  other 
costs  at  the  passing  of  the  canals)  are  brought  all  but  on  a  level  with  the 
London  and  Liverpool  costs  whereas,  compared  with  Antwerp,  where 
the  tonnage-dues,  introduced  during  the  union  of  the  two  kingdoms,  remain 
still  unchanged,  the  scales  are  turned  decidedly  in  our  favor. 

This  simple  statement  will  be  sufficient  to  refute  exaggerated  complaints 
about  the  expenses  incurred  at  our  seaports.  It  was  under  this  convic- 
tion that  we  took  the  liberty  to  address  you  on  the  subject,  and  will  feel 
obliged,  if  you  will  make  such  use  of  this  communication,  as  you  may  deem 
best  adapted  to  promote  the  direct  intercourse  between  both  countries. 
The  Netherland  Trading  Company. 

De  Clercq,  Secretary.  De  Monchy,  President, 


ENTRANCES  AND  CLEARANCES  AT  PORT  OF  NEW  YORK. 


Year. 

ENTERED. 

CLEARED. 

United  states 

Foreign 

Total. 

United  States 

Foreign 

Total. 

Tonnage. 

Tonnage. 

Tonnage. 

Tonnage. 

1  eoi 

155,723 

16,240 

171,963 

143,741 

10,731 

154,472 

1  QOO 

203,082i 

27,7071 

226, 79O4 

158,9704 

21,2521 

180,223 

1  QOQ 
lo^o . . . 

204,308 

22,481 

226,789^ 

196,1891 

21,013 

217,202^ 

1824... 

236,0801 

16,689 

252,7691 

218,480^ 

15,4501 

233,9314 

1825... 

259,5241 

20,655i 

280, 179^ 

245,512 

17,9181 

263,4301 

1826... 

246,174i 

28,8221 

274,997 

213,2341 

19,231i 

232,466 

1827... 

255,276 

37,596i 

292,872 

223,2244 

33,339 

256,563i 

1828... 

236, 308  i 

39,368^ 

275,677 

207,124 

41,143^ 

248,267i 

1829... 

255,6911 

25,8201 

281,512 

200,7671 

25, 433  i 

226,2014 

1830... 

280,918 

33,7971 

314,7151 

209, 598 

33,6864 

243,285 

1831  .. 

274,2371 

62,772 

337,009i 

234,4694 

59,7664 

294,235^ 

1832... 

295,293i 

106,425 

401,7184 
430,918^ 

221,686* 

94,433^ 

316,1204 

1833  .. 

320, 083^ 

110,835 

239,4154 

102,1124 

341,527i 

1834. .. 

352,2251 

92,679i 

444,9041 

235,768 

90,1085 

325,8765 

1835... 

373,465 

90,999 

464,464 

289,5511 

80,0384 

369,590 

1836. .. 

407,0951 

149,6341 

556,730 

271,746^ 

133,2114 

404,9571 

1837... 

368,0111 

171, 360^^ 

539,3724 

248,7864 

157,1734 

405,959i 

1838 . . . 

377,5631 

91,3261 

468, 890  i 

268,8874 

87,767 

356,6544 

1839... 

422,349^ 

142,9851 

565,3354 

331,590 

132,7574 

464,3474 

1840.  . 

409,458 

118,136 

527,594 

275,3934 

117,204 

392,5974 

1841  .. 

423,9524 

125,073i 

549,0251 

296,843 

110,4821 

407,325i 

1842  .. 

406,623i 

148,6911 

555, 315  i 

300,738 

151,loU 

451,889i 

1843  .. 

385,1241 

106, 370^ 

491,4941 

301.6771 

96,449 

398,1261 

1844... 

438,0741 

155,2981 

593,373 

380,0931 

155,678 

535,771 

1845... 

472,4911 

140,858^^ 

613,350 

377,1634 

140,2224 

517,385i- 

1846  .. 

496,761 

185,404 

682,165 

436,1874 

173,4191 

609,607i 

1847... 

605,4821 

333,537 

939,0195 

500,608 

322  6334 

823.2414 

1848... 

657,7941 

367,3211 

1,025,1164 

535,5084 

326,0011 

861,510 

1849... 

734,008* 

414,096 

1,148,1041 

542,190^ 

384,885^ 

927,076 

1850... 

807,580^ 

441,756 

1,249,337 

705,162 

407,054  1 

1,112,216 

1851 . . . 

1,144,485 

479,567i 

1,624,0524 

826, 690  4 

'  407,5441  1 

1,234,2351 

1852 . . . 

1,231,951 

478,037 

1,709,988 

829,018 

426,797 

1,355,815 

1853 . . . 

l,321,674i 

491,5805 

1,813.255 

1,050, 608i 

470,3641 

1,520,9734 

1854  .. 

1.412,278.^ 

477,034^ 

1,919,3134 

1,082,799:1 

445,305 

1,528,1041 

New  York  Harbor  Commission  Beports.  79 
(E.) 

REGISTERED  AND  ENROLLED  TONNAGE  OF  THE  PORT 
OF  NEW  YORK. 


YEAR. 

KEGISTEEED 

ENEOIiLED. 

TOTAIj. 

YEAH. 

EEGISTERED 

1 

ENROT.TiED. 

TOTAL. 

1824.. 

128,702 

134,443 

263,145 

1840.. 

184,542 

244,774 

429,316 

1825. . 

136,384 

144,210 

280,594 

1841 . . 

196,217 

234,634 

430,851 

1826. . 

138,535 

152,593 

291,128 

1842.. 

193,911 

247,023 

440,934 

1827.. 

133,403 

165,542 

298,945 

1843. . 

202,556 

256,165 

468,721 

1828.. 

128,285 

172,082 

300,367 

1844.. 

208,536 

265,334 

473,870 

1829.. 

130,667 

183.858 

314,535 

1845.. 

217,089 

288,187 

505,276 

1830. . 

92,361 

167,922 

260,283 

1846.. 

229,551 

302,962 

532,513 

1831.. 

108,174 

160,243 

268,417 

1847.. 

254,541 

337,381 

591,922 

1832  . 

115,395 

162,419 

278,814 

1848.. 

303,360 

366,001 

669,361 

1833.. 

133,782 

179,164 

312,946 

1849.. 

337,056 

383,216 

720,272 

1834.. 

146,152 

188,567 

334,719 

1850. . 

388,438 

391,380 

779,818 

1835.. 

162,874 

196,483 

359,357 

1851 . . 

442,521 

418,938 

861,469 

1836.. 

163,323 

203,909 

367,232 

1852.. 

496,507 

445,674 

942,181 

1837.. 

169,050 

216,351 

385,401 

1853.. 

602,012 

485,398 

1,087,410 

1838.. 

159,266 

227,982 

387,248 

1854.. 

643,140 

528,125 

1,171,265 

1839.. 

172,019 

237,631 

419,650 

(F.) 

TONNAGE  OF  CANAL  BOATS. 

Number  of  Canal  Boats,  and  their  Tonnage,  at  the  Port  of  New  York,  for  the  year 

1855. 


1855. 


May . .  Number  of  canal  boats  

Tonnage  from  Champlain  canal. 
"  Erie  canal  


June. 
July. 
Aug.  , 
Sept. , 


Number  of  boats  

Tonnage  from  Erie  canal  

"         "     Champlain  canal. 


Number  of  boats  , 

Tonnage  from  Erie  canal  

"        "    Champlain  canal 


Number  of  boats  

Tonnage  from  Erie  canal  

"        "     Champlain  canal. 


Number  of  boats  

Tonnage  from  Erie  canal  

*'         "    Champlain  canal 


398 


660 


607 


683 


789 


6,742 
31,642 


61,752 
4,400 


52,603 
3,143 


60,751 
5,458 


65,226 
7,359 


38,384 


66,152 


55,746 


66,209 


72,585 


80 


New  Yorh  Harbor  Commission  Reports. 


1855. 


Average  tonnage  of  each  boat  95. 34. 


Boats  in  port,  Oct.  1,  1855  

Tonnage  of  ditto  

Boats  wintered  in  New  York,  1854  and  1855, 

and  tonnage  of  each  boat  (average  95. 34)  

Number  of  boats  arrived  

Number  of  boats  arrived  

Number  of  boats  arrived  

Number  of  boats  now  laid  up  in  New  York 

harbor  


186 


TONNAGE. 


17,534 

400 

38,420 

1,000 

103,700 

800 

85,600 

450 

47,928 

760 

74,000 

(G.) 

GRANTS  OF  LAND  UNDER  WATER,  &c. 

Grants  of  land  made  to  the  city  of  New  York  under  Charters  from  the  Crown  of 
England^  and  by  the  Legislature,  and  Acts  fixing  Exterior  Lines  of  the  City  ;  also, 
the  Powers  of  the  Commissioners  of  the  Land  Office  to  make  Grants  of  Land  under 
Water. 

Dongan^s  Charter. — Grant  of  w  aste  and  unappropriated  lands. 

Cornburifs  Charter. — Grant  of  land  between  high  and  low  water  mark 
on  the  shore  of  Long  Island. 

Montgomerie's  Charter. — Grant  of  four  hundred  feet  under  water  on 
North  and  East  rivers. 

Laws  of  1807. — Grant  of  four  hundred  feet  under  water  on  North  and 
East  rivers. 

Laws  of  1826. — Grant  of  four  hundred  feet  under  water  on  North  and 
East  rivers. 

Laws  of  1826. — Prescribing  Tompkins  street  ag  an  exterior  line. 
Laws  of  1828. — Prescribing  West  street  as  an  exterior  line. 
Laws  of  1830. — In  relation  to  West  street. 

Laws  of  1835. — Granting  to  the  corponition  of  New  York  discretionary 
power  to  fix  an  exterior  line  in  place  of  Tompkins  street. 

Laivs  of  1837. — Prescribing  Tldrteenth  avenue  as  an  exterior  line,  and 
granting  land  under  water. 

Laws  of  1846. — Extending  Eleventh  avenue,  and  fixing  the  rates  at 
which  lands  under  water  shall  be  sold. 

Ljaws  of  1852. — Authorizing  the  corporation  of , New  Y'ork  to  lay  out 
an  exterior  street  on  the  Harlem  river. 

Rcvlml  Statutes. — Powers  of  commissioners  of  the  land  office  to  make 
grants  of  land  under  water. 


New  York  Harbor  Commission  liejjorts. 


81 


DongavbS  Charter,  1680. 

George  the  Second,  &e.     To  all  whom  these  present  letters  shall  come, 
greeting  : 

Whereas,  on  the  twenty-second  day  of  April,  in  the  year  of  our  Lord 
1686,  Thomas  Djngan,  the  lieutenant  governor  and  vice-admiral  of  New 
York  and  its  dependencies,  under  our  predecessor  James  the  Second,  then 
king  of  England,  &c.,  did  make  and  execute  a  certain  grant  or  instrument 
in  writing  under  the  seal  of  the  province  of  New  York,  in  these  words 
following : 

Th  )M  \s  DoxGAN,  lieutenant  governor,  (j'C.  To  all  whom  this  shall  come, 
sendeth  gfeeting:  Whereas,  the  city  of  New  York  is  an  ancient  city,  with- 
in the  said  province,  &c.,  know  ye  therefore,  that  I,  the  said  Thomas 
Dongan,  by  virtue  of  the  commission  and  authority  unto  me  given,  &c. 

Sec.  3.  And  I  do  by  these  presents  give  and  grant  unto  the  said  mayor, 
aldermen  and  commonalty  of  the  said  city  of  New  York,  all  the  waste, 
vacant,  unpatented  and  unappropriated  lands  lying  and  being  within  the 
said  city  of  New  York  and  on  Manhattan's  island  aforesaid,  extending  and 
reaching  to  the  low-water  mark  in,  by  and  through  all  parts  of  the  said 
city  of  New  Y^ork  and  Manhattan's  island  aforesaid,  together  with  all 
rivers,  rivulets,  coves,  creeks,  ponds,  waters,  and  water-courses,  in  the  said 
( ity  and  island,  or  either  of  them,  not  heretofore  given  or  granted  by  any 
of  the  former  governors,  lieutenants,  or  commanders-in-chief,  under  their 
or  some  of  their  hands  and  seals  or  seal  of  the  province,  or  by  any  of  the 
former  mayors  or  deputy  mayors  and  aldermen  of  the  said  city  of  New 
York,  to  some  respective  person  or  persons,  late  inhabitants  of  the  said 
city  of  New  York  or  Manhattan's  island,  or  of  other  parts  of  the  said 
province. 

Sec.  14.  And  also,  I  do  by  these  presents,  for  and  on  behalf  of  his  most 
sacred  majesty  aforesaid,  his  heirs  and  successors,  grant  to  the  mayor, 
aldermen  and  commonalty  of  the  said  city,  that  they  and  their  successors 
and  assigns  shall  and  may,  at  any  time  or  times  hereafter,  when  it  to  them 
shall  seem  fit  and  convenient,  t;ike  in,  fill  in  and  make  up,  and  lay  out,  all 
and  singular  the  lands  and  grounds  in  and  about  the  said  city  and  Island 
Manhattan's  and  the  same  to  build  upon  or  make  use  of,  in  any  other 
manner  or  way  as  to  them  shall  seem  fit,  as  far  into  the  rivers  thereof, 
and  that  encompass  the  same  at  low- water  mark  aforesaid. 

In  witness,  &c.,  27th  April,  1686. 

Thomas  Dongan. 

Cornhuri/s  Charter,  17 08. 

And  whereas,  our  late  royal  predecessor,  Queen  Anne,  by  her  letters 
patent  under  the  broad  seal  of  the  province  of  New  York,  made  bearing 
date  the  nijieteenth  day  of  April,  in  the  seventh  year  of  her  reign,  did 
grant,  ratify,  and  confirm,  unto  the  then  mayor,  aldermen  and  commonalty 
of  the  city  of  New  York,  and  to  their  successors  and  assigns,  in  these 
words  following,  to  wit:  Anne,  by  the  gi-ace  of  God,  of  England,  S^'ot- 
land,  France  and  Ireland,  Queen,  &c.  To  all  whom  these  presents  may 
in  any  >yise  concern,  sendeth  greeting:  whereas,  the  mayor,  &(•.,  of  the 
city  of  New  Y''ork,  by  their  petition  to  our  right  trusty  and  we!l-be!ov^d 


82 


New  York  Harbor  Commission  Re^jorts. 


cousin,  Edward  Viscount  Cornbury,  our  captain-general  and  governor-in- 
cliief  in  and  over  our  province  of  New  York,  &c.,  preferred  in  council; 
therein  setting  forth  tliat  they  have  a  right  and  interest  under  divers  an- 
cient charters,  &c.  Know  ye,  that  of  our  especial  grace,  certain  know- 
ledge and  meer  motion,  we  have  given,  granted,  ratified,  and  confirmed, 
ami  in  and  by  these  presents,  for  us,  our  heirs  and  successors,  we  do  give, 
grant,  ratify,  and  confirtn,  unto  the  said  mayor,  &c.,  of  the  city  of  New 
York,  and  to  their  succe3sors  and  assigns,  all  that  the  said  ferry  called  the 
Old  ferry,  on  both  sides  of  the  East  river,  for  the  transportation  of  passengers, 
goods,  horses,  and  cattle,  over  the  said  river,  to  and  from  the  said  city  and 
island  as  the  same  is  now  used,  held  and  enjoyed  by  the  said  mayor,  &c., 
of  tlic  city  of  New  York,  or  their  under-tenant  or  under-tenants,  &c.  : 
and  also  all  that,  the  aforesaid  vacant  and  unappropriated  ground  lying 
and  being  on  the  said  Nassau  island  (alias  Long  island)  trom  high- water 
mark  to  low- water  mark  aforesaid,  contiguous  and  fronting  the  said  city 
of  New  York,  from  the  aforesaid  place  called  the  Wall-about  to  Red  Hook 
afores  iid ;  tliat  is  to  sa?/,  from  the  east  side  of  the  Wall-about  opposite  the 
new  dwelling-house  of  James  Bobine,  to  the  west  side  of  the  Red  Hook, 
commonly  called  the  fishing  place. 

Witness  our  right  trusty,  &c.,  Edward  Viscount  Cornbury,  captain- 
genend  and  governor-in-chief,  &c.,  the  nineteenth  day  of  April,  in  the 
seventh  year  of  our  reign,  1708. 

Montgomerie's  Charter^  1730. 

And  whereas,  our  well-beloved  subjects,  the  mayor,  &c.,  of  our  said 
city  of  New  York,  by  their  humble  petition,  presented  to  our  trusty  and 
well-beloved  John  Montgomerie,  Esq.,  our  captain-general  and  governor- 
in-chief  of  our  provinces  of  New  York  and  New  Jersey.  &c.,  in  council 
reciting,  &c. 

Wherefore  know  ye,  that  we,  of  our  especial  grace,  certain  knowledge, 
and  meer  motion,  give,  grant,  ratify,  and  confirm,  unto  the  said  mayor, 
aldermen  and  commonalty  of  the  city  of  New  York,  and  to  their  succes- 
sors for  ever,  all  that  space  of  ground  and  soil  of  Hudson's  river  now  ly- 
ing and  being  under  the  water  of  the  same  river,  to  begin  at  a  certain 
place  near  high-water  mark,  at  the  south  end  of  a  piece  of  upland,  which 
lies  between  the  said  river  and  a  piece  of  meadow  ground  or  marsh,  being 
the  first  piece  of  meadow  ground  or  marsh  near  Hudson's  river,  to  the 
southward  of  Greenwich,  and  from  whence  the  above-named  run  of  water, 
called  Bestaver's  killitie  ot  rivulet,  runs  into  Hudson's  river,  from  which 
place  of  beginning  to  extend  or  run  to  the  south  side  of  the  street  which 
runs  from  the  parade  before  our  fort  in  New  York  to  Hudson's  river, 
south,  eighteen  degrees  thirty  minutes  west,  on  a  straight  line — the  dis- 
tance being  one  hundred  and  twenty-five  chains — from  which  line  to  run 
a  perpendicular  breadth  of,  and  to  comprehend  four  hundred  feet  from 
low-water  mark,  into  Hudson's  river,  the  same  containing  eighty-two 
acres  and  one  half  acre,  or  thereabout.  And  also,  all  that  space  of  ground 
and  sod  of  the  East  river,  from  the  north  side  of  Corlaer's  Hook  to  White- 
hall, beginning  at  two  large  stones  set  on  the  south  side  of  a  small  creek, 
in  a  marsh,  on  the  north  side  of  Corlaer's  Hook  ;  from  whence  to  the 


New  York  Harbor  Commission  Reports. 


83 


eastermost  point  of  Corlacr's  PIoT)k,  the  distance  on  a  straight  line  run- 
ning south  fifteen  degrees  thirty  minutes  east,  is  forty  chains  and  two 
rods  ;  from  thence  to  Wliitehall,  on  a  straight  lino,  running  south  seventy 
eight  degrees  thirty  minutes  west,  the  distance  is  one  hundred  and  fifty- 
two  chain?,  from  which  two  lines  to  run  a  perpendicular  breadth  of,  and 
to  comprehend  four  hundred  feet  from  low-water  mark  into  the  E;,st 
river,  the  same  containing  one  hundred  and  twenty-sevcm  acres  or  there- 
abouts ;  together  ^^  i;h  all  and  singular  the  benefits,  liberties,  privileges, 
ways,  water  ca;i  s.>^,  casements,  wharves,  keys,  profits,  hereditaments,  and 
appurtenances  t.>  tho  same  or  any  part  thereof  belonging  or  appertaining, 
or  to  belong  or  to  appertain,  or  that  can  in  any  wise  be  had,  made,  used, 
or  enjoyed  thereon,  or  therewith  used,  with  full  power  and  authority  at 
any  time  or  times  hereafter  to  fill,  make  up,  wharf  out,  lay  out  all  and 
every  part  thereof ;  and  the  same  to  build  upon  and  make  use  of,  in  such 
manner  as  they,  tlie  said  mayor,  aldermen  and  commonalty,  and  their  suc- 
cessors, shall  think  fit — provided  always^  that  nothing  in  these  presents  shall 
be  construed  to  empower  or  entitle  the  said  mayor,  &c. ,  or  their  succes- 
sors, to  wharf  out  before  any  persons  who  have  prior  grants  from  us  or 
some  one  of  our  predecessors,  of  keys  cr  wharves  beyond  low- water  mark, 
without  the  actual  agreement  or  consent  of  such  persons,  their  heirs  or 
assigns,  owners  of  such  keys  or  wharves.  And  aUo,  that  of  the  wharves  to 
be  budt  or  run  out  there  shall  be  left  toward  the  East  and  North  rivers 
forty  feet  broad,  as  well  for  the  greater  convenience  of  trade  as  at  any  time 
or  times  hereafter  for  us,  our  heirs  and  successors,  to  plant  batteries  there- 
on ;  in  case  of  any  necessities  to  do  which,  we  do,  for  us,  our  heirs  and 
successors,  hereby  reserve  power. 

In  testimony  whereof  we  have  caused  these  our  letters  to  be  made 
patent,  &c. 

Witness  our  trusty  and  well-beloved  John  Montgomerie,  Esq.,  our  cap- 
tain-general, &c.,  at  our  Fort  George,  in  New  York,  the  fifteenth  day  of 
January,  in  the  fourth  year  of  our  reign. 

Chap.  115. — An  act  relatiny  to  iraprovements,  <^c.,  in  the  city  of  New  York. 

Passed  AprU  3,  1807. 

Bec.  15.  That  it  shall  and  may  be  lawful  for  the  commissioners  of  the 
land  office,  and  they  are  hereby  directed  to  issue  letters  patent,  granting  to 
the  mayor,  aldermen  and  common:  Jty  of  the  city  of  New  Yoik,  and  their 
successors  for  ever,  all  the  riglit  and  title  of  the  people  of  this  state,  to  the 
lands  covered  by  water  along  the  easterly  shore  of  the  North  or  Hudson's 
river,  contiguous  to  or  adjoining  the  lands  of  the  said  mayor,  aldermen 
and  commonalty  within  the  said  city  of  New  York,  at  and  from  the  low- 
water  mark  and  running  four  hundred  feet  ir.to  the  said  river,  from  Hes- 
tavic's  killitie  or  river  to  the  disUince  of  four  miles  to  the  north,  along  the 
easterly  shore  of  the  said  North  or  Hudson's  river,  and  also  all  the  land 
covered  by  water  along  the  westerly  shore  of  the  East  river  or  sound,  con- 
tiguous to  and  adjoining  the  lands  of  the  said  mayor,  aldermen  and  com- 
monalty, at  and  from  low-water  mark,  and  extending  four  hundred  leet 
into  the  said  river  or  sound,  from  the  north  side  of  Corlear's  Hook,  at  the 
northerlv  boundary  of  the  lands  covered  with  water,  whereof  the  said 


84  '  Neio  York  Harbor  Commission  Reports. 


mayor,  aldermen  and  commonalty  are  now  seized,  to  the  distance  of  tvVo 
miles  to  the  north  along  the  westerly  shore  of  the  said  river  or  sound. 

Chap.  58. — An  act  relative  to  improvBTnents  in  the  city  of  New  York. 

Passed  February  25,  1826. 

Sec.  1.  That  it  shall  and  may  be  lawful  for  the  commissioners  of  the 
and  office,  and  they  are  hereby  directed,  to  issue  letters  patent,  granting  to 
the  mayor,  aldermen  and  commonalty  of  the  city  of  New  York  and  their 
successors  for  ever,  all  the  right  and  title  of  the  people  of  this  state,  to  the 
lands  covered  with  water  along  the  easterly  shore  of  the  North  or  Hud- 
son's river,  contiguous  to  and  adjoining  the  lands  of  the  said  mayor,  al- 
d^if men  and  commonalty,  within  the  said  city  of  New  York,  at  and  from 
lo  v-water  mark  and  running  four  hundred  feet  into  the  said  river  from  a 
point  on  the  easterly  shore  of  said  river,  four  miles  north  from  Bestavie's 
killitie,  and  extending  therefrom  north  along  the  easterly  shore  of  sai  l 
river,  to  Spuyten  Duyvil  creek,  otherwise  called  King's  bridge  or  H  irlaem 
river  ;  and  also  all  the  land  covered  with  water  along  the  westerly  shore 
of  the  East  river  or  sound  contiguous  to  and  adjoining  the  lands  of  the 
s.i'd  mayor,  aldermen  and  commonalty,  at  and  from  low-water  mark  and 
extending  four  hundred  feet  into  the  said  river  or  sound,  two  miles  north 
from  Corlear's  Hook,  and  extending  therefrom  north  along  the  westerly 
shore  of  the  said  East  river  or  sound,  to  Spuyten  Duyvil  creek,  otherwise 
called  Harlaem  river,  Provided,  alww/s,  That  the  proprietor  or  proprietors 
of  the  lands  adjacent,  shall  have  the  pre-emptive  right  in  all  grants  made 
by  the  corporation  of  the  said  city,  of  any  lands  under  water  granted  to 
the  said  corporation  by  this  act. 

Chap.  166. — An  act  to  amend  an  act  entitled,  '■'-An  act  relative  to  improvements  in 
the  city  of  Neio  York." 

Passed  April  12,  1823. 

Sec.  1.  That  Tompkins  street,  along  the  East  river,  as  laid  out  and 
approved  by  the  mayor,  aldermen  and  commonalty  of  the  city  of  New 
York,  shall  be  the  permanent  exterior  street  on  the  East  river,  between 
Rivington  street  and  Twenty-third  street,  and  East  street  on  the  said 
river,  between  Grand  street  and  Rivington  street,  as  laid  out  and  approved 
as  afore.-aid,  shall  be  the  permanent  exterior  street,  as  so  laid  out  and  ap- 
pi  oved,  and  that  all  grants  made  or  to  be  made  by  the  said  mayor,  alder- 
men and  commonalty,  shall  be  construed  as  rightfully  made  to  extend 
thereto,  and  that  all  the  provisions  of  the  act  entitled,  "An  act  to  reduce 
several  laws  relating  particularly  to  the  city  of  New  York,  into  one  act," 
passed  April  9,  1813,  and  the  several  acts  amendatory  thereof,  and  in 
addition  thereto,  shall  be  construed  to  apply  to  said  Tompkins  street  and 
East  street. 

Chap.  149. — An  act  relative  to  improvements  in  the  city  of  Neio  York. 

Passed  March  31,  1828. 

Sec  1.  West  street,  along  the  North  or  Hudson's  river,  as  laid  out  and 
approved  by  the  mayor,  aldermen  and  commonalty  of  the  city  of  New 


New  York  Harbor  Commission  Reports. 


85 


York,  shall  be  the  permanent  exterior  street  on  the  North,  or  Huds  -.1  s 
river,  from  the  present  northerly  termination  of  West  street  to  its  inter- 
section with  a  continuation  of  the  Great  Kihi  road  ;  and  that  all  grants 
made,  or  to  be  made,  by  the  said  mayor,  aldermen  and  commonalty,  shall 
be  construed  as  rightfully  made  to  extend  thereto,  and  all  the  provisions 
of  the  act  entitled,  "  An  act  to  reduce  several  laws  relating  particularly  to 
the  city  of  New  York,  into  one  act,"  passed  April  9,  1813,  and  the  sev- 
eral acts  amendatory  thereof,  and  in  addition  thereto,  shall  be  construed 
to  apply  to  West  street,  herein  and  hereby  made  the  permanent  exterior 
street  aforesaid. 

Chap.  8. — An  act  relative  to  th$  line  of  West  street,  <^c. 

Passed,  January  18,  1830. 

Sec.  1. — It  shall  be  lawful  for  the  mayor,  aldermen  and  commonalty 
of  the  city  of  New  York,  whenever  West  street  shall  be  made  between  the 
Albany  basin  and  Battery  place  (late  Marketfield  street),  in  the  said  city, 
to  alter  the  plan  or  direction  thereof,  as  heretofore  laid  out,  approved  of, 
or  agreed  upon,  in  such  manner  that  the  line  thereof  shall  run  parallel 
with  the  line  of  Washington  street,  and  that  the  easterly  side  thereof  shall 
be  one  hundred  and  eighty  feet  distant  from  the  westerly  side  of  Washing- 
ton street,  at  the  termination  of  the  said  street,  or  Battery  place  (late 
Marketfield  street),  in  the  said  city. 

Chap.  268. — An  act  to  authorize  the  mai/or,  <^c.,  of  the  city  of  New  York^  to  alter 
and  regulate  the  plan  of  part  of  the  said  city. 

Passed,  May  11,  1835. 

Sec.  1. — It  shall  be  lawful  for  the  mayor,  aldermen  and  commonalty 
of  the  city  of  New  Y'ork,  in  common  council  convened,  to  adopt  such  plan 
as  they  may  deem  most  expedient  for  the  regulation  and  laying  out  of  that 
part  of  the  said  city,  which  lies  between  Thirteenth  and  Twenty-third 
streets,  the  First  avenue  and  the  East  river,  and  to  designate  and  direct 
where  the  permanent  exterior  line  or  street  to  the  eastward  of  such  part 
of  the  said  city  shall  be,  in  place  of  that  part  of  Tompkins  street  wliich 
now  lies,  or  is  laid  out,  to  the  eastward  thereof,  on  the  present  map  or  plan 
of  the  said  city. 

§  2.  Such  plan  as  may  be  so  adopted  by  the  said  mayor,  aldermen  and 
commonalty  for  the  regulation  and  laying  out  of  the  above-mentioned  part 
of  the  said  city,  or  for  the  permanent  exterior  line  or  street  thereof, 
shall  become  and  be  deemed  in  law  as  part  of  the  map  or  plan  of  the  said 
city. 

Chap.  182. — An  act  to  establish  a  permanent  exterior  street  in  the  city  of  New  York, 
along  the  easterly  shore  of  the  North  or  Hudson's  river ,  and  for  other  jnirposes. 

Passed,  April  12,  1837. 

Sec.  1. — The  Thirteenth  avenue,  as  laid  down  on  a  map  made  by 
George  B.  Smith,  city  surveyor,  bearing  date  March  tenth,  eighteen  hun- 
dred and  thirty-seven,  and  approved  by  the  mayor,  aldermen  and  com- 


86        '     New  York  Harhor  Commission  Reports, 


monalty  of  the  city  of  New  York,  by  a  resolution  passed  in  common  coun- 
cil on  the  twenty-eighth  day  of  March,  eighteen  hundred  and  thirty-seven 
(which  map  is  filed  in  the  office  of  the  street  commissioner  of  the  city  of 
New  York)  shall  be  the  permanent  exterior  street  or  avenue  in  the  said 
city,  along  the  easterly  shore  of  the  North  or  Hudson's  river,  between  the 
southerly  line  of  Hammond  street,  and  the  northerly  line  of  One  hundred 
and  thirty-fifth  street. 

§  2.  The  s-  v.^ral  streets  of  the  said  city,  as  laid  out  on  the  map  or  plan 
made  by  the  commis^^ioners  appointed  by  the  act,  entitled,  "  An  act  relative 
to  improvements  touching  the  laying  out  of  streets  and  roads  in  the  city  of 
New  York,  and  for  other  purposes,"  jmssed  April  3,  1807,  or,  as  subse- 
quently established  by  law,  southerly  of,  and  including  One  hundred  an  I 
thirty-fifth  street,  shall  be  continued  and  extended  westerly  along  the  pres- 
ent lines  thereof,  from  their  present  terminations  on  the  said  map  or  plan 
respectively,  to  the  said  Thirteenth  avenue.  Also,  the  Eleventh  avenue  shall 
be  continued  and  extended  on  the  said  map  or  plan,  along  the  present  line 
thereof,  from  its  present  southerly  termination  at  or  near  'rhirty-third 
street  to  Nineteenth  street,  and  the  Twelfth  avenue,  shall  be  continued  and 
extended  on  the  said  map  or  plan  along  the  present  line  thereof,  from  Thirty- 
sixth  street  to  One  hundred  and  thirty -fifth  street. 

§  3.  The  mayor,  aldermen  and  commonalty  of  the  city  of  New  York 
shall  be,  and  they  are  hereby  vested  with  all  the  right  and  title  of  the 
people  of  this  state,  to  the  lands  covered  with  water  along  the  easterly 
shore  of  the  North  or  Hudson's  river,  between  Hammond  street  and  One 
hundred  and  thirty-fifth  street,  and  extending  from  the  westerly  side  of  the 
lands  under  water  heretofore  granted  to  the  said  mayor,  aldermen  and  com- 
monalty of  the  city  of  New  York,  by  letters  patent,  in  pursuance  of  the 
act  entitled,  "  An  act  relative  to  improvements  in  the  city  of  New  York," 
passed  February  25,  1826,  to  the  westerly  side  of  the  said  Thirteenth 
avenue ;  and  the  said  letters  patent  shall  be  so  construed  as  to  grant  to 
the  said  mayor,  aldermen  and  commonalty  of  the  city  of  New  York,  and 
their  successors  for  ever,  the  said  lands  under  water  easterly  of  the  westerly 
line  of  the  said  Thirteenth  avenue. 

Chap.  268. — An  act  to  amend  an  act  entitled^  An  act  to  establish  a  permanent 
exterior  street  or  avenue  in  the  city  of  Neio  York  along  the  eastern  shore  of  the  North 
or  Hudson  river." 

Passed  May  13,  1846. 

Sec.  1.  The  Eleventh  avenue  shall  be  continued  and  extended  along  the 
present  line  thereof  from  its  present  southerly  termination  at  Nineteenth 
street  to  Seventeenth  street,  and  Eighteenth  and  Nineteenth  streets  shall 
be  continued  and  extended  along  their  present  respective  lines  from  their 
present  westerly  termination  to  the  easterly  line  of  the  Thirteenth  avenue, 
as  laid  out  on  a  map  drawn  by  Edwin  Smith,  city  'Surveyor,  bearing  date 
February  tenth,  one  thousand  eight  hundred  and  forty-six,  entitled  "Map 
showing  an  extension  of  Eighteenth  and  Nineteenth  streets  and  the 
Eleventh  avenue,"  and  approved  by  the  mayor,  aldermen  and  commonalty 
of  the  city  ot  New  York,  passed  in  common  council  on  the  31st  day  of 
March,  184:6  (which  map  is  filed  in  the  office  of  the  street  commissioner 


New  York  Harbor  Commission  Reports. 


37 


of  the  city  of  New  York).  But  nothing  herein  contained  shall  be  construe  ! 
to  terminate  the  Eleventh  avenue  on  the  easterly  side  thereof  from  t!ie 
northerly  side  of  Seventeenth  street  to  Fourteenth  street. 

§  2.  The  proprietors  of  all  former  grants  of  land  under  water  or  of 
water  lots  adjacent  to  and  fronting  on  the  Eleventh  aven.ie,  between  Seven- 
teenth street  and  Nineteenth  street,  shall  have  the  pre-emptive  ri^ht  in  all 
grants  to  be  made  by  the  said  mayor,  aldermen  and  commonalty  of  the 
city  of  New  York,  of  any  lands  lying  under  water,  or  water  lots  lying  be- 
tween Seventeenth  and  Nineteenth  streets  and  the  Eleventh  and  Thirteenth 
avenues,  as  laid  down  on  the  said  map,  on  paying  the  following  sums  in 
gross  as  a  consideration  for  the  same,  to  wit :  For  the  grant  of  land  under 
water  or  water  lots  lying  between  Eighteenth  and  Nineteenth  streets  and 
the  Eleventh  and  Thirteenth  avenues,  three  hundred  and  sixty-eight  dol- 
lars ;  for  the  grant  of  land  under  water  or  water  lots  lying  between 
Eighteenth  street  and  the  line  of  the  centre  of  the  block  between  Seven- 
teenth and  Eighte?nth  streets  and  the  Eleventh  and  Thirteenth  avenues, 
one  hundred  and  thirty-one  dollars  and  thirty- three  cents  ;  and  for  the 
grant  of  land  under  water  or  water  lots  lying  between  Seventeenth  street 
and  the  said  central  line  and  the  Eleventh  and  Thirteenth  avenues,  one 
hundred  and  six  dollars  and  sixty-four  cents. 

Chap.  285. — An  act  to  establish  a  'permanent  exterior  street  in  the  city  of  New 
Yoi'k,  along  the  shore  of  the  Harlem  river  from  the  East  river  or  sound  to  the  North 
river. 

Passed  April  14,  1852. 

Sec.  1.  It  shall  be  lawful  for  the  mayor,  aldermen  and  commonalty  of 
the  city  of  New  Yoi'k  to  lay  out  and  fix  a  permanent  exterior  street  along 
the  shore  of  the  Harlem  river  in  the  city  of  New  York,  between  the  East 
river  or  sound  and  the  North  or  Hudson's  river,  and  to  cause  a  map  tliereof 
to  be  made,  and  which  map  when  approved  of  and  ratified  by  the  said 
mayor,  aldermen  and  commonalty,  shall  be  filed  in  the  ollice  of  the  street 
commissioner  of  said  city. 

§  8.  The  mayor,  aldermen  and  commonalty  of  the  city  of  New  York 
shall  be  and  they  are  hereby  vested  with  all  the  right  and  title  of  the  people 
of  this  state  to  the  lands  covered  with  water  along  the  shore  of  the  said 
Harlem  river  from  the  East  river  or  sound  to  the  North  or  Hudson's  river, 
and  extending  from  low-wntor  mark  to  and  including  the  said  exterior 
street  or  permanent  line. 

Powers  of  the  commissioners  of  the  land  ofjice  to   make  grants  of  land  under 
water.    {Revised  Statutes^  chap.  9,  title  5,  part  1.) 

Sec.  82.  The  commissioners  of  the  land  office  ."^hall  have  power  to 
grant,  in  perpetuity  or  othern'ise,  so  much  of  the  lands  under  the  waters 
of  navigable  rivers  or  lakes  as  tliey  shall  deem  necessary  to  promote  the 
commerce  of  this  state,  or  proper  for  the  purpose  of  beneficial  enjoyment 
of  the  same  by  the  adjacent  owner ;  but  no  such  grant  shall  bo  made  to 
any  pei  son  other  than  the  proprietor  of  the  adjacent  lands  ;  and  any  sucii 
grant  that  shall  be  made  to  any  other  person  shall  be  void. 

§  83.  The  powers  conferred  on  the  commissioners  of  the  land  office,  by 
the  first  section  of  this  act,  are  hereby  extended  to  lands  under  water,  and 


88  New  York  Harbor  Commission  Beports. 


between  high  and  low  water  mark,  in  and  adjacent  to  and  surrounding 
Long  Island,  and  to  all  that  part  of  the  county  of  Westchester,  lying 
on  the  East  or  Hudson  river,  or  Long  Island  sound  ;  but  no  grant  made 
under  this  act  shall  extend  beyond  any  permanent  exterior  water  line 
established  by  law  ;  and  nothing  contained  in  this  act  shall  authorize  the 
commissioners  of  the  land  office  to  grant  any  lands  under  water  belong- 
ing to  the  mayor,  aldermen  and  commonalty  of  the  city  of  New  York, 
nor  to  interfere  with  any  property,  rights,  or  franchises  of  said  corporation 
of  the  city  of  New  York,  or  interfere  with  the  rights  of  the  Hudson  River 
Railroad  Company. 

§  8  I.  This  act,  or  the  act  referred  to  in  the  preceding  section,  shall  con- 
fer upon  the  said  commissioners  no  other  power  than  to  authorize  the 
erection  of  such  dock  or  docks  as  they  shall  deem  necessary  to  promote 
the  commerce  of  this  state,  and  the  collection  of  reasonable  and  accus- 
tomed dockage  from  persons  using  such  dock  or  docks ;  and  the  legis- 
lature may  at  any  time  regulate  the  same  in  such  manner  as  they  shall 
think  proper. 

§  85.  So  much  of  article  fourth,  of  title  fifth,  of  chapter  ninth,  of  part 
first,  of  the  Revised  Statutes,  as  is  inconsistent  with  this  act,  is  hereby 
repealed, 

§  8G.  The  powers  hereby  vested  in  the  said  commissioners  shall  extend 
to  lands  under  the  waters  of  Hudson's  river,  adjacent  to  the  state  of  New 
Jersey ;  and  also  to  lands  under  the  waters  adjacent  to  and  surrounding 
Great  Barn  island,  in  the  city  and  county  of  New  York  ;  and  to  the 
land  between  high  and  low  water  mark  on  said  island  ;  but  no  grant 
shall  be  so  made  as  to  interfere  with  the  rights  of  the  corporation  of  the 
city  of  New  York,  or  to  affect  the  navigation  of  the  waters  surrounding  the 
said  island. 

§  87.  The  powers  of  the  commissioners  shall  also  extend  the  lands  under 
water  adjacent  to  and  surrounding  Staten  Island ;  but  no  such  grant  shall 
be  so  made  as  to  interfere  with  any  rights  of  the  corporation  of  the  city 
of  New  York,  or  to  extend  more  than  five  hundred  feet  into  the  water  from 
low- water  mark. 

§  88.  Every  applicant  for  a  grant  of  land  under  water,  shall,  previous  to 
his  application,  give  notice  thereof  by  advertisement,  to  be  published  for  six 
weeks  successively,  in  a  newspaper  printed  in  the  county  in  which  such 
land,  so  intended  to  be  applied  for,  shall  be  situated ;  and  shall  cause  a 
copy  of  such  advertisement  to  be  put  up  on  the  door  of  the  court-house  of 
such  county,  and  if  there  be  no  court-house  in  the  county,  then  at  such 
j)lace  as  the  commissioners  shall  direct. 

§  89.  If  there  be  no  newspaper  published  in  the  county  where  such  land 
shall  lie,  the  advertisement  shall  be  published  in  the  newspaper  that  shall 
be  printed  nearest  to  such  land. 


'Neio  York  Harhor  Commission  Reports. 


89 


(H.) 

BROOICLYN  BULKHEAD  AND  PIER  LINE,  AS  ESTABLISHED 
BY  THE  LEGISLATURE. 

1.  Henry  Patchin  and  others  to  construct  docks,  and  for  the  appoint- 
ment of  commissioners  to  establish  permanent  Une,  May  25,  1836. 

2.  Report  of  commissioners,  bulkhead  line,  Dec.  81,  1838. 

3.  Wm.  H.  Imlay  and  others,  May  12,  1847. 

4.  Bulkhead  line,  INIarch  31,  1848. 

5.  Permanent  pier  line,  May  26,  1853 

(!•) 

Extract  from  an  act  to  authorize  Henry  Patchin  and  others  to  construct  clocks^  etc.^ 
in  the  city  of  Brooklyn. 

Passed  May  25,  1836. 

Sec.  2.  Three  disinterested  persons  shall  b3  appointed  by  the  governor 
commissioners  for  the  purpose  of  locating  and  determining  a  suitable  line  in 
the  East  river,  in  front  of  the  city  of  Brooklyn,  upon  which  a  permanent 
line  of  bulkheads  may  hereafter  be  erected  without  injuring  the  navigation 
of  the  said  river ;  and  the  said  commissioners,  or  any  two  of  them,  shall 
determine  and  locate  such  line,  extending  from  a  point  or  continued  line  of 
the  southerly  side  of  Atlantic  street,  to  a  point  at  or  opposite  to  the  dock 
next  easterly  from  Jackson  street  ferry,  and  make  and  subscribe  an  accurate 
description  of  said  line,  and  file  the  same  in  the  office  of  the  clerk  of  thj 
county  of  Kings ;  and  the  line  so  determined  and  located  sliall  be  and  re- 
main the  permanent  water  line  of  the  said  city  of  Brooklyn,  between  the 
points  above  mentioned,  and  thereafter  no  bulkhead  shall  be  extended  froai 
the  upland  in  said  city  into  the  East  river  beyond  such  line,  without  the 
previous  authority  of  the  legislature,  under  the  penalty  of  one  thousand  dol- 
lars, to  be  paid  by  any  person  offending  in  the  premises,  to  be  sued  for  and 
recovered  by  the  district  attorney  of  the  county  of  Kings,  in  the  name  and 
to  the  use  of  the  people  of  this  state. 

(2.) 

Report  cf  the  Commissioners  appointed  "  to  locate  and  determine  a  suitable  line  in  the 
East  river^  in  front  of  the  city  of  Brooklyn,  upon  which  a  permanent  line  of  hulk- 
heads  may  hereafter  he  erected.''"' 

The  undersigned,  Samuel  Cheever,  Alonzo  G.  Hammond,  and  Isaiah 
Tiffany,  commissioners  appointed  by  the  governor  of  the  state  of  New 
York,  by  virtue  of  an  act  entitled,  "  An  act  to  authorize  Henry  Patchin 
and  others  to  construct  docks,  wharves,  bulkheads,  and  piers,  in  the  East 
river  in  front  of  their  lands,  in  the  city  of  Brooklyn,  and  for  other  pur- 
poses," passed  May  25,  1836,  having  taken  upon  themselves  the  duties  con- 
ferred by  such  appointment,  do  report,  adjudge,  and  determine,  as  follows: 

That  they  made  a  careful  examination  of  the  docks  in  front  of  the  city 
of  Brooklyn,  from  the  foot  of  Atlantic  street,  upon  the  westerly  side  of  the 


90 


Neio  York  Harbor  Commission  Report 


city  to  the  foot  of  Jackson  street,  upon  the  northerly  side,  and  also  the  cur- 
rents flowing  in  front  of  said  docks. 

The  commissioners  do  therefore  locate,  adjudge,  and  determine,  the  fol- 
lowing to  be  the  permanent  line  of  bulkheads  in  the  East  river,  in  front  of 
the  city  of  Brooklyn,  to  wit :  Beginning  at  a  point  established  by  the  act 
above  mentioned,  at  the  southerly  side  of  Atlantic  street,  and  running  thence 
in  a  direct  line  northeasterly,  until  it  shall  intersect  a  line  made  by  continu- 
ing the  northerly  line  of  Mlddagh  street,  at  tlie  distance  of  two  hundred 
and  ten  feet  from  the  westerly  line  of  Furman  street ;  thence  in  a  direct 
line  until  it  shall  intersect  a  line  made  by  continuing  the  southerly  side  of 
Plymouth  street,  at  the  distance  of  fifty  feet  from  the  most  westerly  end  of 
the  easterly  pier,  now  in  the  occupation  of  the  Fulton  ferry  company ; 
thence  in  a  direct  line  until  it  shall  intersect  a  line  made  by  continuing  the 
westerly  side  of  Fisher  street,  at  the  distance  of  two  hundred  and  seventy- 
three  feet  from  the  southerly  side  of  Plymouth  street ;  thence  in  a  direct 
line  to  the  northernmost  end  of  the  dock  next  east  from  the  Jackson  street 
ferry. 

As  that  part  of  this  bulkhead  which  is  south  of  Fulton  ferry  will  be 
much  exposed  to  the  wind  and  heavy  swells  from  the  bay  at  the  southwest, 
it  will  probably  be  necessary,  for  the  safety  of  shipping  lying  upon  that 
part  of  the  town,  to  extend  piers  beyond  the  bulkhead  into  the  stream. 

The  commissioners  believe  that  piers  may  be  extended  out,  with  sluices 
to  admit  the  flow  of  the  tide,  whose  heads  or  exterior  points  shall  be  on  a 
line  not  more  than  two  hundred  and  fifty  feet  from  this  bulkliead,  from 
Atlantic  to  Middagh  street,  and  from  that  point  they  should  shorten  off  to 
a  length  not  more  than  one  hundred  feet  at  Fulton  ferry,  so  that  their  ex- 
treme points  will  form  a  curve.  This,  they  believe,  will  not  essentially 
interfere  with  the  flow  of  the  water  in  the  river.  A  similar  projection  of 
piers  may  also  be  made  from  Jackson  street  westward  to  Fulton  ferry, 
shortening  off  in  length  as  the  ferry  is  approached. 

This  bulkhead  has  been  established  with  a  view  to  the  adoption  of  such 
a  plan,  under  the  future  action  of  the  legislature. 

Made  and  subscribed,  etc.,  this  31st  of  December,  1838. 

Sa^iuel  Cheever, 

I.  Tiffany 

A.  G.  Hammond. 

(3.) 

Chap.  271. — An  act  to  authorize  William  H.  Imlay  and  others  to  erect  piers  or  bulk- 
heads in  front  of  their  lands  in  the  city  of  Brookhjn. 

Passed,  May  12,  1847. 

Sec  1.  William  H.  Imlay,  Elihu  Townsend,  James  L.  Yoorhees,  and 
Charles  Kelsey,  Henry  E.  Pierpont,  Edgar  J.  Bartow,  and  others,  their 
heirs  and  assigns,  are  hereby  raspectively  authorized  to  erect  or  construct 
piers  or  bulkheads  in  front  of  and  adjoining  their  lands  between  a  point 
on  the  front  of  Atlantic  dock,  one  hundred  feet  southwest  of  Hamilton 
avenue,  and  the  centre  of  Harris(m  street,  in  the  Sixth  ward  of  the  city  of 
Brooklyn,  into  the  waters  of  the  East  river,  from  the  present  line  of  bulk- 
heads, two  hundred  and  fifty  feet  outside  of  the  water  lino,  a-^  a^  present 


Neio  York  Harbor  Commission  Beports, 


91 


established  ;  and  from  the  aforesaid  point  at  Harrison  street,  on  a  straight 
line,  to  a  point  two  hundred  and  fifty  feet  westerly  from  the  present  water 
line  opposite  the  centre  of  Atlantic  street. 

Chap.  157. — An  act  to  authorize  certain  oicners  of  real  estate  in  the  city  of  Brooklyn 
to  construct  bulkheads  and  wharves  in  front  of  their  lands,  and  to  fill  in  the  same. 

Passed,  March  31,  1848. 

Sec.  1.  It  shall  be  lawful  for  the  owners  of  real  estate  fronting  on  the 
water  in  the  city  of  Brooklyn,  and  their  heirs  and  assigns  to  erect,  con- 
struct, build,  and  maintain  bulkheads  or  wharves,  and  to  fill  in  the  same  on 
the  lands  under  water,  in  front  of  their  lands  in  the  city  of  Brooklyn,  and 
port  of  New  York,  in  the  manner  following,  that  is  to  say  :  commencing 
at  a  point  distant  northwesterly  from  the  southerly  side  of  Atlantic  street, 
at  the  foot  of  said  street ;  and  running  thence  in  a  direct  line,  northeasterly, 
until  it  shall  intersect  a  line  made  by  continuing  the  northerly  line  of  Mid- 
dagh  street,  at  the  distance  of  two  hundred  and  ten  feet  from  the  westerly 
line  of  Furman  street ;  thence  in  a  direct  line,  until  it  shall  intersect  a 
line  made  by  continuing  the  southerly  side  of  Plymouth  street,  at  a  dis- 
tance of  fifty  feet  from  the  most  westerly  end  of  the  easterly  pier  now  in 
the  occupation  of  the  Fulton  ferry  company  ;  thence  in  a  direct  line,  until 
it  «liall  intersect  a  line  made  by  continuing  the  westerly  side  of  Fisher 
street,  at  the  distance  of  two  hundred  and  seventy-three  feet  iVom  the 
southerly  side  of  Plymouth  street ;  thence  in  a  direct  line,  to  the  norther- 
most  point  of  the  dock  next  east  of,  from  Jackson  street  ferry. 

(5.) 

Chap.  270. — An  act  to  fix  a  permanent  line  of  piers  in  the  city  of  Brooklyn. 

Passed,  May  26,  1853. 

The  owners  of  bulkheads  upon  the  East  river,  in  said  city,  may  extend 
piers  beyond  the  permanent  line  of  bulkheads  as  established  by  law,  with 
sluices  to  admit  the  flow  of  the  tide  wherever  required  by  the  common 
council,  whose  exterior  points  shall  be  as  follows  : 

1.  Beginning  by  a  point  made  by  extending  the  southerly  line  of 
Atlantic  street,  two  hundred  and  fifty  I'eet  westerly  from  the  line  of  bulk- 
head, as  now  established  by  law,  and  running  thence  northeasterly,  in  a 
straight  line,  to  a  point  made  by  extending  the  northerly  line  of  Middagh 
street,  four  hundred  and  sixty  feet  westeiiy  from  the  westerly  line  of  Fur- 
man  street  ;  thence  northerly  in  a  straight  lin^-  to  a  point  made  by  extend- 
ing the  soutljerly  side  of  Fulton  street,  two  hundred  and  eigiity-seven  feet 
westerly  ivom  the  westerly  line  of  Furman  street ;  thence  still  northerly, 
in  a  straight  line,  to  a  point  distant  one  bundl  ed  feet  northerly,  at  right 
angles  from  the  southerly  line  of  Plymouth  street  extended,  four  hundred 
and  tweuty-five  feet  westerly  from  the  westerly  line  of  Fisher  street ;  thence 
northeasterly,  to  a  point  made  by  extending  the  westerly  line  of  Fisher 
street,  four  hundred  and  twenty-three  feet  northerly  from  the  southerly 


92  New  York  Harbor  Commission  Reports. 


line  of  Plymouth  street ;  thence  still  northeasterly,  to  a  point  made  by 
extending  the  easterly  line  of  Dock  street  five  hundred  and  twenty  five  feet 
northerly  from  the  northerly  line  of  Plymouth  street ;  thence  in  a  straight 
line,  to  a  point  made  by  extending  the  easterly  line  of  Bridge  street,  four 
hundred  and  ten  feet  northerly  from  the  northerly  line  of  Marshall  street; 
thence  in  a  straight  line,  to  a  point  made  by  extending  the  easterly  line  of 
Hudson  avenue,  late  Jackson  street,  four  hundred  and  ten  feet  northerly 
from  tlie  northerly  line  of  Marshall  street;  thence  in  a  straight  line,  or  a 
continuance  of  the  last-mentioned  course,  to  the  easterly  termination  of 
the  aforesaid  bulkhead  line. 


LEGISLATIVE  GRANTS- 

Acts  of  the  Legislature  granting  poioer  to  the  Corporation  of  the  city  of  Neio  York  to 
extend  and  regulate  piers,  slips  and  basins. 

Act  of  1787,  regulating  buildings,  streets,  and  wharves. 
Act  of  1798,  concerning  certain  streets,  wharves,  and  piers. 
Act  of  1801,  regulating  buildings,  streets  and  wharves. 
Act  of  1803,  relating  to  filling  up  slips. 

Act  of  18*06,  for  the  better  government  of  the  city  of  New  York. 
Act  of  1807,  relative  to  improvements,  laying  out  of  streets,  &c.,  ia  the 
city  of  New  York 

Act  of  1813,  to  reduce  several  laws  relative  to  New  York  into  one  act. 
Act  of  1815,  to  authorize  the  corporation  to  erect  ferry-houses. 
Act  of  1821,  for  the  extension  of  the  Battery. 

Act  of  1822,  for  the  erection  of  a  market  in  front  of  the  wharves. 

Laws  or  1787. — An  act  for  regulating  the  buildings,  streets,  wharves,  and  slips,  in 
the  city  of  New  York. 

Passed,  April  16,  1787. 

Whereas,  for  the  encouragement  of  the  trade  and  commerce  of  this 
state,  it  is  necessary  that  the  buildings,  streets,  wharves,  and  slips,  in  the 
city  of  New  York  should  be  regulated  with  unanimity  for  the  accommo- 
dation of  habitations,  shipping  and  transportation  ;  wherefore,  to  remove 
all  impediments  or  obstructions  that  may  retard  so  necessary  a  work 

Sec.  1.  It  is  hereby  enacted  that  it  shall  and  may  be  lawful  to  and  for 
the  mayor,  aldermen  and  commonalty  of  the  city  of  New  York,  in  com- 
mon council  convened,  from  time  to  time  to  make  such  by-laws  onlinan- 
ces,  rules,  and  orders,  for  the  better  regulating  and  arranging  Avith  unifor- 
mity such  new  buildings  as  shall,  alter  the  passing  of  this  act,  be  erected 
for  habitations,  or  for  the  purposes  of  trade  and  commerce,  an  also  for 
regulating  and  altering  the  streets,  wharves,  and  slips,  in  such  maimer  as 
shall  be  most  commodious  for  shipping  and  transportation. 


New  York  Harbor  Commission  Reports, 


93 


Laws  of  1798. — An  act  concerning  certain  streets^  wharves^  and  piers,  and  the  alms- 
house and  bridewell,  in  the  city  of  Neto  York. 

Passed,  April  3,  1798. 

Whereas,  it  would  conduce  to  the  improvement  and  health  of  the  said 
city,  as  well  as  to  the  safety  of  such  ships  or  vessels  as  may  be  employed 
in  the  trade  and  commei'oe  thereof,  that  regular  streets  or  wharves,  of  the 
width  of  seventy  feet,  should  he  laid  out  and  completed  in  front  of  those 
parts  of  the  said  city  wdiich  adjoin  to  the  East  river  or  sound,  and  to  the 
North  or  Hudson's  river,  and  that  piers  should  be  extended  from  the  said 
streets  into  the  said  rivers  respectively,  at  convenient  distances  from  e.ich 
other,  with  suitable  bridges,  for  the  accommodation  of  sea- vessels,  and 
upon  such  a  construction  as  to  admit  the  current  of  the  said  rivers  at  both 
ebb  and  flood,  to  wash  away  all  dirt  and  impurities  :  And  whereas,  the 
said  mayor,  aldermen  and  commonalty,  by  petition  to  tho  legislature  under 
their  common  seal,  have  represented  that  they  are  disposed  to  make  the 
said  improvements,  but  that  from  the  curving  and  irregularities  of  the 
shores  of  the  said  rivers  in  their  original  state,  from  the  grants  made  by 
their  predecessors  being  deemed  to  extend  to  unequal  distances  into  the 
said  rivers,  and  from  other  causes,  difficulties  have  arisen  as  to  the  execu- 
tion of  a  proper  plan,  and  doubts  have  been  entertained  whether  they 
could  compel  the  proprietors  of  lots  fronting  on  the  said  rivers  to  make 
those  streets  within  a  reasonable  period,  or  to  sink  and  build  those  piers ; 
and  w^hether  the  said  petitioners  could,  without  a  breach  of  the  conditions 
and  covenants  contained  in  their  grants  to  individuals,  upon  the  refusal  or 
neglect  of  such  proprietors,  sink,  build,  and  make  those  piers,  streets,  and 
wharves,  at  their  own  expense,  and  receive  wharfage  as  a  compensation  for 
the  same,  wliifh  doubts  and  difficulties  can  only  be  removed  by  the  aid  of 
the  legislature  :  And,  whereas,  defects  have  been  discovered  in  the  pro- 
visions for  assessing  and  raising  money  in  the  said  city  under  the  act,  en- 
titled, "  An  act  for  regulating  the  buildings,  streets,  wharves,  and  slips,  in 
the  city  of  New  York        Therefore — 

Sec.  1.  That  it  shall  and  may  be  lawful  for  the  mayor,  aldermen  and 
commonalty  of  the  city  of  New  York  to  lay  out,  according  to  such  plan 
as  they  shall  or  may  agree  upon  or  determine,  such  streets  or  wharves  as 
hereinbefore  are  mentioned  in  front  of  those  parts  of  the  said  city  which 
adjoin  to  the  said  rivers,  and  of  such  extent  along  those  rivers  respectively, 
as  they  may  think  proper,  and  that  as  the  buildings  of  the  said  city  shall 
be  further  extended  along  the  said  rivers,  it  shall  and  may  be  lawful  for  the 
said  mayor,  aldermen  and  commonalty,  from  time  to  time,  to  lengthen  and 
extend  the  said  streets  or  wharves. 

§  5.  That  it  shall  and  may  be  lawful  for  the  said  mayor,  aldermen  and 
comnionalty  to  direct  piers  to  be  sunk  and  completed  at  such  distances  and 
in  such  manner  as  they  in  their  discretion  shall  think  proper,  in  front  of 
the  said  streets  or  wharves  to  be  so  made  as  aforesaid,  and  to  be  connected 
with  tho  same  by  bridges  at  the  expenses  of  the  proprietors  of  the  lots  ly- 
ing opposite  to  I  ho  places  where  such  piers  shall  be  du-ected  to  be  sunk, 
and  by  such  days  and  times  as  the  said  mayor,  aldermen  and  conunonalty 
may  for  that  purpose  limit  and  appoint  ;  and  if  the  said  proprietors  shall 
no^dect  or  refuse  to  sink  or  make  the  said  piers  and  bridges  according  to 


94  New  York  Harbor  Commission  Reports. 


the  directions  of  the  said  mayor,  aldermen  and  commonalty,  it  shall  and 
may  be  lawful  for  said  mayor,  aldermen  and  commonalty  to  sink  and  make 
the  same  piers  and  bridges  at  their  own  expense,  and  to  receive  to  their 
own  use  wharfage  for  all  vessels  that  may  at  any  time  or  times  lie  at  or  be 
fastened  to  the  said  piers  or  bridges  which  they  shall  so  make  as  aforesaid. 

§  7.  That  no  building  of  any  kind  or  description  whatsoever  (otlier  than 
the  said  piers  and  bridges)  shall  at  any  time  hereafter  be  erected  upon  the 
said  streets  or  wharves,  or  between  them  respectively,  and  the  rivers  to 
which  they  respectively  shall  front  and  adjoin. 

Session  Laws,  1801. — An  act  for  regulating  f.he  buildings,  streets,  wharves,  and 
slips,  in  the  city  of  New  York. 

Passed,  April  3,  1801. 

Sec.  1.  That  it  shall  be  lawful  for  the  mayor,  aldermen  and  conmion- 
alty  of  the  city  of  New  Tork,  in  common  council  convened,  from  time  to 
time  to  make  such  by-laws  and  orders,  for  the  better  regulating  and  arran- 
ging with  uniformity  such  new  buildings  as  shall  be  erected  for  habitations, 
or  for  the  purposes  of  trade  and  commerce;  and  also  for  regulating  and 
altering  the  streets,  wharves,  and  slips,  in  such  manner  as  shall  be  most  com- 
modious for  shipping  and  transportation. 

§  3.  That  it  shall  be  lawful  for  the  said  mayor,  aldermen,  and  common- 
alty to  lay  out,  as  far  as  the  same  has  not  already  been  done,  and  accord- 
ing to  the  plan  agreed  upon  for  that  purpose,  regular  streets  or  wharves  of 
the  width  of  seventy  feet,  in  front  of  those  parts  of  the  said  city  which  ad- 
join to  the  East  river  or  sound,  and  to  the  North  or  Hudson's  river,  ind  of 
such  extent  along  those  rivers,  respectively,  as  they  may  think  proper  ;  and 
that  as  the  buildings  of  the  said  city  shall  be  further  extended  along  the 
said  rivers,  it  shall  be  lawful  for  the  said  mayor,  aldermen  and  common- 
alty, from  time  to  time,  to  lengthen  and  extend  the  said  streets  or  wharves. 

§  7.  That  it  shall  be  lawful  for  the  said  mayor,  aldermen  and  common- 
alty, to  direct  piers  to  be  sunk  and  completed  at  such  distances  and  in  such 
manner  as  they  in  their  discretion  shall  think  proper,  in  front  of  the  said 
streets  or  wharves,  so  adjoining  and  extending  along  the  said  rivers ;  and 
the  said  piers  to  be  connected. 

Session  Laws,  1806. — An  act  for  the  better  government  of  the  city  of  Neio  York. 

Passed,  April  2,  1806. 

Whereas,  from  the  great  extension  and  increase  of  the  said  city,  its  trade 
and  inhabitants,  it  has  become  necessary  to  provide  additional  wliarves, 
piers,  slips,  and  basins,  in  the  said  city,  for  the  accommodation  and  safety 
of  \essels  of  different  descriptions  :  Now,  therefore, 

§  1.  Be  it  enacted,  ^c,  That  it  shall  and  may  be  lawful  for  the  said 
mayor,  aldermen  and  commonalty,  at  their  own  expense,  to  cause  piers  to 
be  sunk  and  completed  in  such  places  and  manner  as  they  shall  think  eligi- 
ble, between  the  Whitehall  slip  and  the  east  side  of  the  Exchange  slip,  in 
the  said  city,  so  as  to  form  a  basin  for  the  safety  and  the  accommodation  of 
sloops  and  other  vessels  using  the  trade  of  the  said  city ;  and  also  at  their 
own  expense,  to  cause  such  and  so  many  other  public  basins  to  be  formed 
and  completed  in  the  said  city,  as  they  may  deem  necessary  for  the  trade 


New  York  Harbor  Commission  Rejjorts. 


95 


thereof,  and  to  take  to  their  own  use  the  slipage  or  wharfage  arising  from 
the  same,  any  law,  usage,  or  custom,  to  the  contrary  notwithstanding, 

§  2.  Tliat  in  cases  where  the  said  mayor,  ahlermen  at»d  commonalty 
shall  think  it  for  the  public  good  to  enlarge  any  of  the  slips  in  the  said  city, 
they  shall  he  at  liberty  and  have  full  power  so  to  do. 

An  act  relative  to  improvements^  touching  the  laying  out  of  streets  and  road'^  in  the 
city  of  New  York,  and  for  other  purposes. 

Passed,  April  3,  1807. 

Sec.  15.  And  whereas,  for  the  purpose  of  duly  regulating  and  constructing 
slips  and  basins,  and  for  running  out  wharves  and  piers,  it  is  essential  that 
the  right  to  land  under  watei',  below  low-water  mark,  should  be  vested  in 
the  corporation  of  the  city  of  New  York  : 

Be  it  therefore  further  enacted,  That  it  shall  and  may  be  lawful  for  the 
commissioners  of  the  land  office,  and  they  are  hereby  directed,  to  issue 
letters  patent,  granting  to  the  mayor,  aldermen  and  commonalty  of  the  city 
of  New  York,  and  their  successors  for  ever,  all  the  riglit  and  title  of  the  peo- 
ple of  this  state,  to  the  lands  covered  with  water,  along  the  easterly  shore 
of  the  North  or  Hudson's  river,  contiguous  to  and  adjoining  the  lands  of 
the  said  mayor,  aldermen  and  commonalty,  within  the  said  city  of  New 
Y'ork,  at  and  from  low-water  mark,  and  running  four  hundred  feet  into  the 
said  river,  from  Bestaver's  killitie  or  river,  to  the  distance  of  four  miles  to 
the  north,  along  the  easterly  shore  of  the  North  or  Hudson's  river  ;  and 
also  all  the  lands  covered  with  water,  along  the  westerly  shore  of  the  East 
river  and  sound,  contiguous  to  and  adjoining  the  lands  of  the  said  mayor, 
aldermen  and  commonalty,  at  and  from  low-water  mark,  and  extending 
four  hundred  feet  into  the  said  river  or  sound,  from  the  north  side  of  Cor- 
lear's  Hook,  at  the  northerly  boundary  of  the  lands  covered  with  water, 
whereof  the  said  mayor,  aldermen  and  commonalty  are  now  seized,  to  the 
distance  of  two  miles  to  the  north  along  the  westerly  shore  of  the  said  East 
river  or  sound  ;  Provided  alwcu/s,  That  the  proprietor  or  proprietors  of  the 
lands  adjacent,  shall  have  the  pre-emptive  right  in  all  grants  made  by  the 
corporation  of  the  said  city,  of  any  lands  under  water  granted  to  the  said 
corporation  by  this  act. 

1813. — An  act  to  reduce  several  laws  relating  particularly  to  the  city  of  New  York 

into  one  act. 

Passed,  April  9,  1813. 

Sec.  219.  Beit  enacted,  That  it  shall  be  lawful  for  I'le  mayor, 
aldermen  and  commonalty  of  the  said  city,  in  common  council  convened, 
to  lay  out  wharves  and  slips  in  the  said  city  whenever  and  wherever  they 
shall  deem  it  expedient. 

§  220.  That  it  shall  be  lawful  for  the  said  mayor,  aldermen  and  com- 
monalty to  lay  out,  as  far  as  the  same  has  not  already  been  done,  atul  ac- 
cording to  the  plan  agreed  upon  for  that  purpose,  regular  streets  or  wharves 
of  the  width  of  seventy  feet,  in  front  of  those  parts  of  the  said  city  which 
adjoin  to  the  East  river  or  sound  and  to  the  North  or  Hudson's  river,  and 
of  such  extent  along  those  rivers  respectively  as  they  may  think  })roper ; 
and  that  as  the  buildings  of  the  said  city  s'.iall  be  further  extended  along 


96  New  York  Harbor  Commission  Heports. 


the  said  rivers,  it  shall  be  lawful  for  the  mayor,  aldermen  and  com- 
monalty, from  time  to  time,  to  lengthen  and  extend  the  said  streets  and 
V.  hal  ves. 

^  224.  That  it  shall  be  lawful  for  the  said  mayor,  aldermen  and  com- 
1.  oiialty  to  direct  piers  to  be  sunk  and  completed  at  such  distances  and  i  i 
such  manner  as  they  in  their  discretion  shall  think  proper,  in  front  of  ti.e 
said  streets  or  wharves  so  adjoining  and  extending  along  the  said  rivers, 
and  the  said  piers  to  bo  connected  with  the  said  streets  or  wharves  by 
bridges  at  the  expense  of  the  proprietors  of  the  lots  lying  opposite  to  the 
places  where  such  piers  shall  be  directed  to  be  sunk,  and  by  sucli  days  or 
times  as  the  said  mayor,  aldermen  and  commonalty  may  for  that  purpose 
limit  and  appoint. 

§  227.  Tiiat  no  building  of  any  kind  or  description  whatsoever  other 
than  the  said  piers  and  bridges  shall  at  any  time  hereafter  be  erected  upon 
the  said  streets  or  wharves,  or  between  them  respectively  and  the  river  to 
which  they  respectively  front  and  adjoin. 

§  228.  That  it  shall  and  may  be  lawful  for  the  said  mayor,  aldennen 
and  commonalty,  at  their  own  expense,  to  cause  piers  to  bo  sunk  and 
completed  in  sucli  places  and  manner  as  they  shall  deem  eligible  between 
the  Whitehall  slip  and  the  east  side  of  Exchange  slip  in  the  said  city,  so 
as  to  form  a  basin  for  the  safety  and  accommodation  of  sloops  and  other 
vessels  using  the  trade  of  the  said  city  ;  and  also,  at  their  own  expense,  to 
cause  such  and  f-o  many  other  public  basins  to  be  formed  and  completed  in 
the  said  city  as  they  deem  necessary  for  the  trade  thereof. 

§  2oO.  Tliat  in  all  cases  where  the  said  mayor,  aldermen  and  common- 
alty shall  think  it  for  the  public  good  to  enlarge  any  of  the  slips  In  the 
Fai  I  city,  they  shall  be  at  liberty  and  have  full  power  to  do  so. 

§  2G7.  Tiiat  the  mayor,  aldermen  and  commonalty  tf  the  said  city  in 
common  council  convcr;ed,  shall  have  full  po\yer  and  authority  to  make 
and  pass  such  by-laws  and  ordinances  as  they  shall  from  time  to  time  doom 
necessary  and  proper  for  the  firing  up,  draining  and  regulating  any  grounds, 
yards  or  cellars,  \vithin  th:;  said  city ;  .  .  .  and  also  for  causing  all  such 
lots  of  ground  in  the  said  city  adjoining  to  Hudson's  river  or  to  the  E:ist 
river  or  sound,  as  they  may  from  time  to  time  think  proper,  to  be  filled 
up  with  wholesome  earth  or  other  solid  materials,  so  far  into  the  said 
rivers  respectively  as  they  shall  from  time  to  time  deem  expedient  for  pro- 
moting the  health  of  the  said  city  ;  and  for  compelling  the  proprietors  of 
such  lots  to  make  suitable  bulkheads  on,  adjoining,  or  opposite  such  lots, 
and  to  raise  and  fill  up  the  same  with  such  materials  and  in  such  manner, 
and  within  such  times,  as  the  said  mayor,  etc.,  shall  from  time  to  time 
direct ;  and  also  for  filling  up,  altering,  and  amending  of  all  i)ublic 
slips  in  the  said  city  at  such  times  and  in  such  manner  as  they  may  deem 
proper. 

Session  Lav.-s,  1815,  Chap.  154. — An  act  authorizing  the  corporation  of  New 
York  to  erect  ferry-houses^  ^c. 

^assed,  April  11,  1815. 

Sec.  2.  That  the  mayor,  aldermen  and  commonidty  be  and  tluy  are 
hereby  authorized  to  cause  such  wooden  buildings,  as  they  may  deem  prop- 


New  YorJc  Harbor  Commission  Reports, 


97 


er  for  ferry-houses,  to  be  construetcd  upon  the  wharves  or  streets  adjoining 
any  or  either  of  the  present  or  future  ferries  from  the  said  city  to  Long 
Island,  Statcn  Island,  or  New  Jersey,  any  law  to  the  contiary  thereof,  in 
any  wise  notwithstanding. 

Session  Laws,  1821,  Chap.  171. — An  act  to  provide  for  tJie  exjjense  cf  •'mcling 
the  Battery  in  the  city  of  Neio  York,  <^c. 

Passed,  March  27,  1821. 

Skc.  1.  That  it  shall  be  lawful  for  the  mayor,  aldermen  and  common- 
alty of  the  city  of  New  York  to  extend  that  part  of  the  city  usually  called 
the  Battery,  into  the  bay  and  North  and  East  rivers,  such  distance,  as  they 
may  deem  proper,  not  exceeding  six  hundred  feet ;  and  further,  that  all 
the  title  of  the  people  of  this  state  in  and  to  the  land  under  water  in  front 
of  and  adjoining  to  the  said  Battery,  and  extending  from  thence  into  the 
bay  and  the  North  and  East  rivers  a  distance  not  exceeding  six  hundred 
feet,  shall  be,  and  the  same  is  hereby  vested  in  the  mayor,  aldermen  and 
commonalty  of  the  city  of  New  York,  and  their  successors  for  ever,  to  re- 
main for  the  purpose  of  extending  the  said  Battery  for  a  public  walk,  and 
for  erecting  public  buildings  and  works  of  defence  thereon,  but  without 
any  power  to  dispose  of  the  same  for  any  other  use  or  purpose  whatsoever, 
and  without  any  power  of  selling  it  or  any  part  thereof. 

Session  Laws,  1822,  Chap.  101. — A;i  act  authorizing  the  erection  of  puhlc  mar- 
kets in  front  of  public  wharves  in  the  city  of  Neio  York. 

Passed,  March  22,  1822. 

Sec.  1.  That  it  shall  be  lawful  for  the  mayor,  aldermen  and  common- 
alty of  the  city  of  New  York,  in  case  they  shall  find  it  necessary,  to  cause 
public  markets  to  be  erected  and  kept  over  the  waters  of  the  East  and 
North  rivers,  adjoining  to  any  of  their  docks  or  wdiarves  in  the  city  of  New 
York  :  Provided,  That  such  markets  shall  not  interfere  with  the  flow  ot 
the  waters  of  the  said  rivers,  nor  be  built  over  the  same,  so  as  to  occupy  a 
distance  exceeding  one  hundred  feet  from  the  lines  of  the  city,  as  establish- 
ed by  law  on  said  rivers. 


(J.) 

BOUNDARY  LDsE  BETWEEN  NEW  YORK  AND  NEW 

JERSEY. 

Chap.  8. — An  act  establishing  the  boundary  line  between  Neio  York  a:ul  New 

Jersey. 

Passed,  February  5,  1834. 

An  act  to  confirm  the  agreement  entered  into  by  commissioners  appoint- 
ed by  this  state,  and  commissioners  appointed  by  the  state  of  New  Jersey, 
to  settle  Xh.2  boundary  line  betwom  New  York  and  New  Jersey. 

7 


98  New  York  Harhor  Commission  Reports. 


The  people  of  the  state  of  Neiu  York  represented  in  Sennte  and  Assemhhj,  do 
enact  as  follows  : 

The  agreement  entered  into  by  the  commissioners  appointed  by  this 
state,  and  the  commissioners  appointed  by  the  state  of  New  Jersey,  to  settle 
ttie  boundary  line  between  New  York  and  New  Jersey,  in  the  words  fol- 
lowing, viz.  : 

Agreement  made  between  the  commissioners  on  the  part  of  the  state  of 
New  York  and  the  commissioners  on  the  part  of  the  state  of  New 
Jersey,  relative  to  the  boundary  line  between  the  two  states. 

Agreement  made  and  entered  into  by  and  between  Benjamin  F.  Butler, 
Peter  Augustus  Jay,  and  Henry  Seymour,  commissioners  duly  appointed 
on  the  part  and  behalf  of  the  state  of  New  York,  in  pursuance  of  an  act 
of  the  legislature  of  the  said  state,  entitled,  "  An  act  concerning  the  terri- 
torial limits  and  jurisdiction  of  the  state  of  New  York  and  the  state  of 
New  Jersey,"  passed  January  18,  1833,  of  the  one  part,  and  Theodore 
Frelinghuysen,  James  Parker,  and  Lucius  Q.  C-  Elmer,  commissioners 
duly  appointed  on  the  part  and  behalf  of  the  state  of  New  Jersey,  in  pur- 
suance of  an  act  of  the  legislature  of  the  said  state,  entitled,  An  act  for 
the  settlement  of  the  territorial  limits  and  jurisdiction  between  the  states 
of  New  Jersey  and  New  York,"  passed  February  6.  1833,  of  the  other 
part. 

Article  First. — The  boundary  line  between  the  two  states  of  New  York 
and  New  Jersey,  from  a  point  in  the  middle  of  the  Hudson  river  opposite 
the  point  on  the  west  shore  thereof,  in  the  forty-first  degree  of  north  lati- 
tude, as  heretofore  ascertained  and  marked,  to  the  main  sea,  shall  be  the 
middle  of  the  said  river,  of  the  bay  of  New  York,  of  the  waters  between 
Staten  Island  and  New  Jersey,  and  of  Raritan  bay,  to  the  main  sea  except, 
as  hereinafter  otherwise  particularly  mentioned. 

Article  Second. — The  state  of  New  York,  shall  retain  its  present  juris- 
diction of,  and  over  Bedlow's  and  Ellis'  islands,  and  shall  also  retain 
exclusive  jurisdiction  of  and  over  the  other  islands  lying  in  the  waters 
above  mentioned,  and  now  under  the  jurisdiction  of  that  state. 

Article  Third. — The  state  of  New  York  shall  have  and  enjoy  exclusive 
jurisdiclion  of  and  over  all  the  waters  of  the  bay  of  New  York,  and  of  and 
over  all  the  waters  of  Hudson's  river  lying  west  of  Manhattan  island,  and 
to  the  south  of  the  mouth  of  Spuyten  Duyvil  creek,  and  of  and  over  the 
lands  covered  by  the  said  waters  to  the  low-water  mark  on  the  westerly 
or  New  Jersey  side  thereof;  subject  to  the  following  rights  of  property  and 
of  jurisdiction  of  the  state  of  New  Jersey,  that  is  to  say : 

1.  The  state  of  New  Jersey  shall  have  the  exclusive  right  of  property 
in  and  to  the  land  under  water,  lying  west  of  the  middle  of  the  bay  of  New 
York,  and  west  of  the  middle  of  that  part  of  the  Hudson  river  which  lies 
between  Manhattan  island  and  New  Jersey. 

2.  The  state  of  New  Jersey  shall  have  the  exclusive  jurisdiction  of  and 
over  the  wharves,  docks,  and  improvements  made  and  to  be  made  on  the 
shore  of  the  said  state,  and  of  and  over  all  vessels  aground  on  said  shore, 
or  fastened  to  any  such  wharf  or  dock  ;  except  that  the  said  vessels  shall 
be  subject  to  the  quarantine  or  health  law.^,  and  laws  in  relation  to  pas- 


New  York  Harbor  Commission  Beports. 


99 


sengers,  of  the  state  of  New  York,  which  now  exist  or  which  may  here- 
after be  passed. 

8.  The  state  of  New  Jersey  shall  have  the  exclusive  right  of  regulating 
the  fisheries  on  the  westerly  side  of  the  middle  of  the  said  waters,  pro- 
vided that  the  navigation  be  not  obstructed  or  hindered. 

Article  Fourth. — The  state  of  New  York  shall  have  exclusive  jurisdic- 
tion of  and  over  the  waters  of  the  Kill  Van  Kull,  between  Staten  Island 
and  New  Jersey,  to  the  westernmost  end  of  Shooters'  island,  in  respect  to 
such  quarantine  laws  and  laws  relating  to  passengers  as  now  exis%  or  may 
hereafter  be  passed  under  the  authority  of  that  state,  and  foi*  executing 
the  same;  and  the  said  state  shall  also  have  exclusive  jurisdiction,  for  the 
like  purpose,  of  and  over  the  waters  of  the  sound,  from  the  westernmost 
end  of  Shooters'  island  to  Woodbridge  creek,  as  to  all  vessels  bound  to  any 
port  in  the  said  state  of  New  York. 

Article  Fifth. — The  state  of  New  Jersey  shall  have  and  enjoy  exclusive 
jurisdiction  of  and  over  all  the  waters  of  the  sound,  between  Staten  Island 
and  New  Jersey,  lying  south  of  Woodbridge  creek  and  of  and  over  all  the 
waters  of  Raritan  bay,  lying  westward  of  a  line  drawn  from  the  light-house 
at  Prince's  bay  to  the  mouth  of  Matavan  creek,  subject  to  the  following 
rights  of  property  and  of  jurisdiction  of  the  state  of  New  York. 

1.  The  state  of  New  York  shall  have  the  exclusive  right  of  property  in 
and  to  the  land  under  water,  lying  between  the  middle  of  the  said  waters 
and  Siaten  Island. 

2.  The  state  of  New  York  shall  have  exclusive  jurisdiction  of  and  over 
the  wharves,  docks,  and  improvements  made  and  to  be  made,  on  the  shore 
of  Staten  Island ;  and  of  and  over  all  vessels  aground  on  said  shore,  or 
fastened  to  any  such  wharf  or  dock,  except  that  the  said  vessel  shall  be 
subject  to  the  quarantine  or  health  laws,  and  laws  in  relation  to  pas.-engers 
of  the  state  of  New  Jersey  which  now  exist,  or  which  may  heresrfter  be 
passed. 

3.  The  state  of  New  York  shall  have  the  exclusive  right  of  regulating 
the  fisheries  between  the  shore  of  Staten  Island  and  the  middle  of  the  said 
waters,  provided  that  the  navigation  of  the  said  waters  be  not  obstructed 
or  hindered. 

Article  Sixth. — Criminal  process  issued  under  the  authority  of  the  state 
of  New  Jersey,  against  any  person  accused  of  an  offence  committed  within 
that  state;  or  committed  on  board  of  any  vessel  being  under  the  exclusive 
jurisdiction  of  that  state,  as  aforesaid  ;  or  committed  against  the  regula- 
tions made,  or  to  be  made,  by  that  state,  in  relation  to  the  fisheries  men- 
tioned in  the  third  article ;  and  also  civil  process  issued  under  the  authority 
of  the  state  of  New  Jer=ey  against  any  person  domiciled  in  that  state,  or 
against  property  taken  out  of  that  state  to  evade  the  laws  thereof,  may  be 
served  upon  any  of  the  said  waters  within  the  exclusive  jurisdiction  of  tlie 
state  of  New  York,  unless  such  person  or  propei  ty  sl.all  be  on  board  a  ves- 
sel aground  upon,  or  fastened  to  the  shore  of  the  state  of  New  York,  or 
fastened  to  a  wharf  adjoining  thereunto ;  or  unless  such  person  shall  be 
under  arrest,  or  such  property  shall  be  under  seizure,  by  virtue  of  process 
or  authority  of  the  state  of  New  York. 

Article  Seventh. — Criminal  process  issued  under  the  authority  of  the  state 
of  New  York,  against  any  person  accused  of  any  offence  committed  with- 


100 


New  York  Harbor  Commission  Reports. 


in  that  state,  or  committed  on  board  of  any  vessel  being  under  the  exclu- 
sive jurisdiction  of  that  state,  as  aforesaid ;  or  committed  against  tlie  regu- 
lations made,  or  to  be  made  by  that  state,  in  relation  lo  the  fisheries  men- 
tioned in  the  fifth  article  ;  and  also  civil  process  issued  under  the  authority 
of  the  state  of  New  York,  against  any  person  domiciled  in  that  state,  or 
against  property  taken  out  of  that  state  to  evade  the  laws  thereof,  may  be 
served  upon  any  of  the  said  waters  within  the  exclusive  jurisdiction  of  the 
state  of  New  Jersey,  unless  such  person  or  property  shall  be  on  board  of 
a  vessel  aground  upon,  or  fastened  to  the  shore  of  the  state  of  New*  Jersey, 
or  fastened  to  a  wharf  adjoining  thereto  ;  or  unless  such  person  shall  be 
under  arrest,  or  such  property  shall  be  under  seizure,  by  virtue  of  process 
or  authority  of  the  state  of  New  Jersey. 

Article  Eighth. — This  agreement  shall  become  binding  on  the  two  states 
when  confirmed  by  the  legislatures  thereof,  respectively,  and  when  ap- 
proved by  the  Congress  of  the  United  States. 

Done  in  four  parts  (two  of  which  are  retained  by  the  commissioners  of 
New  York,  to  be  delivered  to  the  governor  of  that  state ;  and  the  other 
two  of  which  are  retained  by  the  commissioners  of  New  Jersey,  to  be  de- 
livered to  the  governor  of  that  state),  at  the  city  of  New  York,  this  six- 
teenth day  of  September,  in  the  year  of  our  Lord  one  thousand  eight  hun- 
dred and  thirty-three,  and  of  the  Independence  of  the  United  States,  the 
fifty-eighth. 

B.  F.  Butler, 
Peter  Augustus  Jay, 
Henry  Seymour, 
Theo.  Frelinghuysen, 
James  Parker, 
Lucius  Q.  C.  Elmer. 

Is  hereby  ratified  and  confirmed  on  the  part  of  the  state  of  New  York. 


REPORT  Of  COMMISSIONERS 

EEIiATIVE  TO 

ENCROACHMENTS  AND  PRESERVATION 

OF  'I'H  W 

HAEBOE  OF  NEW  YOEK. 

TRANSMITTED  TO  THE  LEGISLATURE.  JANUARY  29,  1857. 


REPORT 

OF    T  H  K 

NEW  YORK  HARBOR  C0)nnSS10N, 

JANUARY  29,  1857. 


The  commissioners  appointed  under  the  act  of  March  30,  1855,  en- 
titled, "  An  act  for  the  appointment  of  a  commission  for  the  preservation 
of  the  harbor  of  New  York  from  encroachment  and  to  prevent  obstructions 
to  the  necessary  navigation  thereof,"  respectfully  submit  the  following 
report : 

In  their  report  of  the  8th  January,  1856,  the  commissioners  related  the 
progress  which  had  been  made  in  the  survey  of  the  harbor,  under  the  direc- 
tion and  supervision  of  Professor  Bache,  and  they  endeavored  to  show  by 
reference  to  the  commerce  of  the  port  and  to  its  rapid  increase,  which  was 
illustrated  by  statistics  and  by  comparison  with  the  increase  of  other  com- 
mercial cities,  that  the  general  interests  of  the  state  were  deeply  involved 
in  the  preservation  of  the  harbor  of  New  York.  They  further  set 
forth  the  serious  injury  which  had  been  inflicted  on  those  interests 
by  the  injudicious  extension  of  bulkheads  and  piers  into  the  East  and 
Hudson  rivers,  and  the  necessity  of  adopting  stringent  regulations  to  pre- 
vent abuses  which  have  hitherto  been  practised,  and  of  restraining  the  erec- 
tion of  piers  and  other  structures  within  proper  and  well-defined  limits. 
The  commissioners  also  described  pier  and  bulkhead  lines  for  several  sec- 
tions of  the  shores  of  New  York  and  Brooklyn.  Some  of  these  lines  were 
subsequently  modified  and  formed  the  subject  of  their  report  of  the  29th  of 
January. 

On  the  29th  of  February  the  committee  of  the  senate  on  commerce  and 
navigation  passed  the  following  resolution  : 

Resolved^  That  the  harbor  commissioners  be  requested  to  review  their 
proposed  exterior  lines  between  Corlaer  s  Hook,  Eighteenth  street  andThir- 
t3'-eighth  street,  the  line  from  Perry  to  Troy  street.  North  river,  the  line 
between  Harrison  street  and  Middagh  street,  Brooklyn,  and  the  line  be- 
tween the  east  side  of  Hudson  avenue  and  the  navj'yard,  and  also  to  esti- 
mate the  cost  of  removal  of  any  obstructions  which  may  be  found  outside 
of  such  exterior  line,  and  in  their  opinion  by  whom  sufh  cost  must  or  ought 
to  be  paid,  and  how  the  same  can  be  enforced,  and  report  their  decision 
therson  by  Wednesday  next. 

In  accordance  with  this  resolution  the  commissioners  reviewed  the  sec- 


104  New  York  Harhor  Commission  Reports. 


tions  referred  to,  and  modified  tliem  in  the  manner  reported  by  that  com- 
mittee to  the  senate.  The  reasons  which  governed  the  commissioners  in 
making  these  changes  will  be  stated  in  a  subsequent  part  of  this  report. 

During  the  past  season  soundings  and  current  observations  of  the  harbor 
and  the  surveys  of  the  adjacent  lands  have  been  continued  and  nearly  com- 
pleted by  the  officers  of  the  United  States  coast  survey,  under  the  personal 
direction  of  Professor  Bache.  It  is  believed  that  whether  in  respect  to 
accuracy  of  observation  and  scientific  precision,  to  completeness  of  detail, 
or  to  the  artistic  and  finished  character  of  the  topography,  the  survey  of  the 
harbor  of  New  York  will  not  have  been  excelled  by  any  similar  work  un- 
dertaken by  the  governments  of  Europe. 

It  was  confidently  hoped  that  the  legislature  of  New  Jersey  in  accord- 
ance with  the  recommendation  of  Governor  Price  in  his  last  annual  mes- 
sage, would  have  authorized  the  appointment  of  a  commission  to  confer 
with  the  undersigned  when  they  would  be  prepared  to  describe  exterior 
lines  on  the  shores  of  the  harbor  within  that  state.  For  this  reason  they 
refrained  from  submitting  lines  for  a  portion  of  the  east  shore  of  the  Hud- 
son above  Hammond  street,  though  the  necessary  soundings,  current  obser- 
vations, and  surveys,  had  been  made ;  and  that  the  delicate  task  of  deter- 
mining the  proper  limits  for  the  erection  of  structures  in  the  co-terminous 
waters  of  the  two  states  might  be  free  from  extraneous  embarrassment  and 
difficulty,  the  commissioners  exercised  the  powers  conferred  on  them  by 
restraining  the  -erection  of  docks  from  Hammond  street  to  Spuyten  Duyyil 
creek. 

It  was  obvious  that  the  preservation  of  the  harbor,  and  a  just  regard  to 
the  interests  of  both  states,  required  that  proper  limits  should  be  defined 
for  either  shore,  and  that  these  limits  ought  to  be  simultaneously  determined. 
If,  in  the  absence  of  restrictions,  piers  were  unduly  projected  into  the  river 
from  one  shore,  they  might  have  an  injurious  influence  on  the  other,  or  if 
from  both,  there  was  reason  to  apprehend  that  the  navigation  of  the  river 
would  be  affected.  And  while  these  considerations  were  applicable  to  the 
Hudson,  they  were  of  still  greater  force  in  respect  to  the  narrow  and  tortu- 
ous streams  of  the  Kill  Van  Kuli  and  Arthur  s  Kill,  which  separate  Staten. 
Island  from  New  Jersey.  The  frequent  shoals  and  the  shifting  character  of 
the  sands  in  these  waters,  rendered  the  contemporaneous  description  of  lines 
on  both  shores  a  measure  of  necessity. 

By  the  terms  of  the  compact  made  between  the  states  of  New  York 
and  New  Jersey,  in  1834,  it  was  agreed ; 

First.  The  boundary  line  between  the  two  states  of  New  York  and 
New  Jersey,  from  a  point  in  the  middle  of  the  Iludson  river  opposite  the 
point  on  the  west  shore  thereof,  in  the  forty-first  degree  of  north  latitude, 
as  heretofore  ascertained  and  marked,  to  the  main  sea,  shall  be  the  middle 
of  the  said  river,  of  the  bay  of  New  York,  of  the  waters  between  Staten 
Island  and  New  Jersey,  and  of  Raritan  bay,  to  the  main  sea,  except  as 
hereinafter  otherwise  particularly  mentioned. 

Second.  The  state  of  N.nv  York  shall  retain  its  present  jurisdiction  of 
and  over  Bedlow's  and  Ellis'  islands,  and  shall  also  retain  exclusive  juris- 
diction of  and  over  the  other  islands  lying  in  the  waters  above  mentioned, 
and  now  under  the  jurisdiction  of  that  state. 

Third.  The  state  of  New  York  sludl  liave  and  enjoy  exclusive  jurisdic- 


Neio  York  Harbor  Commission  Reioorts. 


105 


tion  of  and  over  all  the  waters  of  the  bay  of  New  York  ;  and  of  and 
over  all  the  waters  of  Hudson's  river  lyinp;  west  of  Manhattan  island,  and 
to  the  south  of  the  mouth  of  Spuvten  Duyvil  creek/ and  of  and  over  the 
lands  covered  by  the  said  waters  of  the  low-water  mark  on  the  westerly 
or  New  Jersey  side  thereof ;  subject  to  the  following  rights  of  property 
and  of  jurisdiction  of  the  state  of  New  Jersey,  that  is  to  say  : 

1.  The  state  of  New  Jersey  shall  have  the  exclusive  right  of  property 
in  and  to  the  land  under  water,  lying  west  of  the  middle  of  the  bay  of 
New  York,  and  west  of  the  middle  of  that  part  of  the  Hudson  river 
which  lies  between  Manhattan  island  and  New  Jersey. 

2.  The  state  of  New  Jersey  shall  have  the  exclusive  jurisdiction  of  and 
over  the  wharves,  docks,  and  improvements  made,  and  to  be  made,  on  the 
shore  of  the  said  state,  and  of  and  over  all  vessels  aground  on  said  shore, 
or  fiistened  to  any  such  wharf  or  dock  ;  except  that  the  said  vessels  shall 
be  subject  to  the  quarantine  or  health  laws,  and  laws  in  relation  to  passen- 
gers, of  the  state  of  New  York,  which  now  exist,  or  which  may  hereafter 
be  passed. 

3.  The  state  of  New  Jersey  shall  have  the  exclusive  right  of  regulating 
the  fisheries  on  the  westerly  side  of  the  middle  of  the  said  waters,  pro- 
vided that  the  navigation  be  not  obstructed  or  hindered. 

Fourth.  The  state  of  New  York  shall  have  exclusive  jurisdiction  of  and 
over  the  waters  of  the  Kill  Van  Kull,  between  Staten  Island  and  New 
Jersey,  to  the  westernmost  end  of  Shooters'  island,  in  respect  to  such  quar- 
antine laws  and  laws  relating  to  passengers  as  now  exist,  or  may  hereafter 
be  passed  under  the  authority  of  that  state,  and  for  executing  the  same ; 
and  the  said  state  shall  also  have  exclusive  jurisdiction,  for  the  like  pur- 
pose, of  and  over  the  waters  of  the  sound,  from  the  westernmost  end  of 
Shooters'  island  to  Woodbridge  creek,  as  to  all  vessels  bound  to  any  port 
in  the  said  state  of  New  York. 

Fifth.  The  state  of  New  Jersey  shall  have  and  enjoy  exclusive  jurisdic- 
tion of  and  over  all  the  waters  of  the  sound  between  Staten  Island  and 
New  Jersey,  lying  south  of  Woodbridge  creek,  and  of  and  over  all  the 
waters  of  Earitan  bay  lying  westward  of  a  line  drawn  from  the  light-house 
at  Prince's  bay,  to  the  mouth  of  Matavan  creek,  subject  to  the  following 
rights  of  property  and  of  jurisdiction  of  the  state  of  New  York  : 

1 .  The  state  of  New  York  shall  have  the  exclusive  right  of  property  in 
and  to  the  land  imder  water,  lying  between  the  middle  of  the  said  waters 
and  Staten  Island. 

2.  The  state  of  New  York  shall  have  exclusive  jurisdiction  of  and  over 
the  wharves,  docks,  and  improvements  made  and  to  be  made,  on  the  shore 
of  Staten  Island  :  and  of  and  over  all  vessels  aground  on  said  shore,  or 
fastened  to  any  such  wdiarf  or  dock,  except  that  the  said  vessels  shall  be 
subject  to  the  quarantine  or  health  laws  and  laws  in  relation  to  passen- 
gers of  the  state  of  New  Jersey,  which  now  exist,  or  which  may  hereafter 
be  passed. 

3.  The  state  of  New  York  shall  have  the  exclusive  right  of  regulating 
the  fisheries  between  the  shore  of  Staten  Island  and  the  middle  of  the  said 
waters,  provided  that  Lhe  navigation  of  the  said  waters  be  not  obstructed 
or  hindered. 

Under  this  agreement,  and  in  accordance  with  the  act  creating  the  com- 


106  New  York  Harbor  Commission  Reports. 


mission,  it  became  the.  duty  of  the  commissioners  to  describe  tlie  limits  of 
structures  on  both  shores  of  the  Hudson  and  the  bay  of  New  York,  on  the 
southerly  shore  of  the  Kill  Van  Kull  and  Arthur's  Kill,  or  Staten  Island 
sound,  to  Woodbridge  creek,  and  on  the  northerly  shore  of  Raritan  bay, 
eastward  of  a  line  drawn  from  Prince's  bay  light  to  Matavan  creek.  But 
in  view  of  the  recent  and  accurate  surveys  of  the  harbor,  its  approaches  and 
tributaries,  it  seemed  to  the  commissioners  that  they  would  best  discharge 
the  duties  which  had  been  confined  to  them,  and  coilsult  the  common  inter- 
ests of  both  states,  by  causing  suitable  water  lines  to  be  ascertained  and 
described  on  the  shores  of  the  harbor,  within  the  jurisdiction  of  New  Jer- 
sey, as  well  as  on  those  within  the  jurisdiction  of  New  York.  And  they 
were  confirmed  in  the  propriety  and  expediency  of  this  course,  by  the  re- 
flection that,  hereafter,  if  the  state  of  New  Jersey  should  have  undertaken 
to  lay  down  lines  fo'r  the  shores  of  the  harbor  within  her  jurisdiction,  the 
labors  of  the  commissioners,  so  far  as  procuring  surveys,  soundings,  and 
other  necessary  elements,  would  have  to  be  repeated,  for  such  changes  will 
have  occurred  in  a  short  period  of  time  as  to  render  those  now  gathered  of 
greatly  diminished  value.  A  further  consideration  was,  the  presence  of  the 
distinguished  gentlemen  who  constituted  the  advisory  board  of  the  commis- 
sioners. Accustomed  to  solve  the  difficult  problems  of  the  influences  of 
tidal  currents  ;  familiar,  from  the  labors  of  the  past  year,  with  every  pecu- 
liarity of  the  harbor,  and  uninfluenced  by  any  considerations  of  state  or 
local  interests,  it  seemed  to  the  commissioners  that  the  task  of  describing 
suitable  lines  for  the  portion  of  the  harbor  within  the  jurisdiction  of  New 
Jersey,  could  not  be  confined  to  a  board  that  would  be  more  satisfactory  to 
that  state.  With  these  views,  the  commissioners  adopted  the  following 
resolutions : 

Whereas,  in  determining  the  exterior  line  of  the  east  shore  of  Hudson's 
river,  it  will  be  the  duty  of  the  commissioners  carefully  to  keep  in  view 
the  rights  and  interests  of  the  state  of  New  Jersey,  as  the  proprietor  of 
the  west  shore  of  the  river,  and  not  to  infringe  in  any  manner  upon  such 
rights  or  interests,  or  so  to  affect  the  flow  of  water  in  said  river  as  to  pre- 
vent the  state  of  New  Jersey  from  making,  or  allowing  to  be  made,  any 
erections  compatible  with  the  free  navigation  of  all  parts  of  said  river  as 
may  seem  to  that  state  expedient ;  and, 

Whereas,  it  is  desirable  that  in  laying  down  these  lines,  which  affect  the 
interests  of  two  states,  the  commissioners  should  have  the  advice  and  as- 
sistance of  persons  eminent  for  scientific  attainments,  and  of  mature  ex- 
perience in  the  observation  of  the  action  of  tides  and  currents,  therefore 

Resolved,  That  Professor  A.  1).  Bache,  superintendent  of  the  United 
States  coast  survey,  General  Joseph  G.  Totten,  chief  engineer  of  the 
United  States,  and  Commander  C.  H.  Davis,  of  the  United  States  navy, 
be  respectfully  requested  to  confer  together,  and  to  report  to  this  board 
suitable  exterior  lines  for  both  shores  of  the  Hudson  river,  from  a  point  on 
said  river  one  mile  north  of  Spuyten  Duyvil  creek,  in  the  county  of  West- 
chester, to  the  I^attery,  in  the  city  of  New  York,  and  from  Jersey  City,  in 
the  state  of  New  Jersey,  to  the  eastern  entrance  of  the  Kill  Van  Kull,  and 
thence  on  both  shores  of  the  Kill  Van  Kull  and  Arthur  s  Kill,  or  Staten  Is- 
land sound,  to  the  southwesterly  end  of  Staten  Island  ;  such  exterior  lines 
to  indicate  the  boundaries  beyond  which,  in  their  opinion,  bulkheads,  docks, 


New  York  Harhor  Commission  Reports.  107 


piers,  basins,  or  structures  of  any  kind  or  description,  ought  not  to  be  erect- 
ed, and  beyond  which,  if  any  should  be  erected,  such  structure  would  af- 
fect injuriously  the  navigation  of  the  harbor  of  New  York,  or  of  the  Hud 
son  river,  or  some  part  thereof 

Resolved,  That  the  maps  of  the  bay  and  harbor  of  New  York,  of  the 
Hudson  river,  the  Kill  Van  Kull,  Arthur's  Kill,  or  Staten  Island  sound, 
and  of  Raritan  bay,  on  which  are  set  forth  the  shore  lines,  soundings,  and 
current  observations  of  these  waters  made  for  this  commission  under  the 
superintendence  of  Professor  Bache,  be  laid  before  the  aforementioned 
gentlemen,  together  with  such  other  maps  as  they  may  require  for  the  de- 
scription of  suitable  exterior  lines  on  the  shores  of  the  states  of  New  York 
and  New  Jereey,  in  the  area  referred  to  in  the  preceding  resolution. 

Hesolved,  That,  in  recommending  to  this  commission  suitable  lines  for  the 
east  and  west  shores  of  the  Hudson  river,  of  the  shores  of  the  Kill  Van  Kull, 
and  Arthur's  Kill,  or  Staten  Island  sound,  the  aforementioned  gentlemen 
be  requested  to  be  governed  by  the  following  considerations  : 

1.  The  rights  of  the  state  of  New  Jersey,  as  the  proprietor  of  the  west 
shore  of  the  Hudson  river,  to  the  middle  of  said  river,  as  laid  down  in  the 
report  of  the  commissioners  appointed  by  the  states  of  New  Jersey  and 
New  York  to  define  the  boundaries  of  the  two  states,  and  ratified  and  con- 
firmed by  their  respective  legislatures  and  by  Congress,  a  copy  of  which  re- 
port is  herewith  annexed. 

2.  A  due  regard  to  the  navigation  of  the  upper  waters  of  the  Hudson 
river,  so  as  to  maintain  unimpaired  the  flow  of  the  tides  and  currents  in 
their  present  strength  and  volume. 

3.  The  importance  to  the  commercial  interests  of  New  York,  of  extend- 
ing the  easterly  line  as  far  into  the  river  as  the  foregoing  considerations 
will  admit,  but  to  be  held  subordinate  to  them. 

The  commissioners  were  careful  to  instruct  the  advisory  council,  that,  in 
respect  to  the  lines  proposed  to  be  drawn  within  the  jurisdiction  of  the 
state  of  New  Jersey,  they  constituted  a  separate  and  independent  board  ; 
the  action  of  which  was  not  to  be  interfered  with,  or  modified  in  any  re- 
spect, by  the  wishes  or  views  of  the  commissioners,  and  that,  while  the 
report  of  the  council  on  the  New  York  lines  would  be  simply  advisory, 
which  the  commissioners  might  adopt  or  modify  in  their  communication  to 
the  legislature,  its  decision  on  the  lines  within  the  jurisdiction  of  the  state 
of  New  Jersey  would  not  be  subject  to  the  revision  of  the  commissioners. 

To  render  the  performance  of  the  duty,  incumbent  on  the  commission- 
ers, of  describing  limits  for  structures  on  the  west  shores  of  the  Hudson 
and  the  buy  of  New  York,  the  more  acceptable  to  the  state  of  New  Jer- 
sey, it  seemed  proper  for  them  to  confer  with  tlie  authorities  of  that  state, 
and  to  inform  them,  as  well  of  the  manner  in  which  it  was  proposed  to 
describe  such  limits,  as  when  they  were  determined,  of  the  reasons  upon 
which  they  were  based.  The  commissioners  accordingly  transmitted  to 
the  governor  of  New  Jersey,  the  following  letter,  and  a  copy  of  the  fore- 
going resolutions  : 

Office  of  Harbor  CoMmssioxERS,  i 
30  Broadway,  New  York,  July  1,  185G.  j 
Sir  :  The  undersigned,  appointed  commissioners  under  an  act  of  the 
state  of  New  York,  entitled,  ''An  act  for  the  appointment  of  a  coramis- 


108      '       New  York  Harbor  Commission  Reports. 


sion  for  ihe  preservation  of  the  harbor  of  New  York  from  encroachments, 
and  to  prevent  obstructions  to  the  necessary  navigation  thereof,"  passed 
March  30,  1855,  a  copy  of  which  is  herewith  enclosed,  respectfully  ad- 
dress your  excellency  in  respect  to  the  establishment  of  exterior  lines  on 
the  shores  of  the  Hudson  river,  the  Kill  Van  Kull,  and  Arthur  Kill,  or 
Staten  Island  sound,  within  the  state  of  New  Jersey. 

The  necessity  of  prescribing  lines  on  the  shores  of  the  tiarbor  of  New 
York,  beyond  which  structures  should  not  be  erected,  had  become  obvious 
from  the  serious  and  irreparable  injury  which  the  East  river  had  sustained 
by  the  injudicious  extension  of  piers  from  both  shores  of  that  stream,  and 
it  was  for  the  purpose  of  arresting  further  improper  encroachments  on  the 
waters  of  the  harbor  within  the  jurisdiction  of  this  state  that  the  commis- 
sion, of  which  the  undersigned  are  members,  was  created. 

The  importance  of  the  harbor,  not  only  to  this  and  the  adjacent  states, 
but  to  the  Union,  as  the  emporium  of  its  commerce  and  its  chief  naval 
depot,  admonished  the  undersigned  that  the  duties  devolving  on  them  were 
rather  of  a  national  than  municipal  character,  and  that  in  prescribing  ex- 
terior lines  for  the  harbor,  it  was  due  to  the  great  interests  involved,  that 
the  federal  government  should  be  represented  by  officers  engaged  in  its  ser- 
vice, and  who  enjoyed  its  confidence.  The  propriety  of  this  course  was 
the  more  especially  commended  from  the  consideration  that  it  is  properly 
the  right  and  the  duty  of  the  federal  government  to  protect  the  navigable 
waters  of  the  United  States.  The  undersigned,  therefore,  immediately 
after  their  appointment,  waited  upon  the  President  of  the  United  States, 
and  obtained  his  consent  that  Professor  A.  D.  Bache,  the  superintendent 
of  the  United  States  coast  survey,  should  be  charged  with  the  direction 
and  supervision  of  the  preliminary  soundings,  current  observations  and 
topographical  surveys  of  the  shores  of  the  harbor,  and  the  further  assis- 
tance of  Professor  Bache,  General  Joseph  G.  Totten,  chief  engineer  of 
the  United  States,  and  Commander  C.  II.  Davis,  of  the  United  States 
navy,  was  obtained  to  determine  suitable  exterior  lines.  The  lines  which 
have  been  run,  and  submitted  to  the  legislature  of  this  state  for  adoption, 
a  map  of  which  is  also  herewith  enclosed,  are  in  exact  conformity  with 
the  views  of  these  distinguished  gentlemen.  The  lines  yet  to  be  described 
within  the  boundaries  of  this  state  will  be  such  as  shall  be  indicated  to  be 
proper  by  the  soundings  and  other  explorations  that  are  being  made. 

It  was  foreseen  that  the  object  in  view  would  be  but  partially  attained 
without  the  establishment  of  similar  lines  on  the  corresponding  shores  of 
New  Jersey,  and  in  the  expectation  that  a  commission  for  this  purpose 
would  have  been  appointed,  the  undersigned  refrained  from  describing  lines 
on  any  of  the  coterminous  waters  of  the  two  states,  except  on  the  Hudson 
river  between  the  Battery  and  Hammond  street  in  the  city  of  New  York, 
where  they  deemed  the  further  extension  of  piers  improper. 

The  term  of  the  commission  will  expire  on  the  second  Tuesday  of  Jan- 
uary next,  and  before  the  regular  session  of  your  legislature.  It  has,  there- 
fore, become  necessary  for  tlie  undersigned  to  determine  whether  they  shall 
simply  describe  the  lines  on  the  New  York  shores  and  thus  derive  but  a 
partial  and  incomplete  benefit  from  the  surveys  which  have  been  made  by 
Professor  Bache  and  the  officers  of  the  U.  S.  coast  survey,  or  to  request 
Professor  Bache  and  the  gentlemen  associated  with  him,  who  have  been 


New  York  Hauhor  Commission  Reports. 


109 


selected  as  advisers  because  of  their  eminent  scientific  attainments,  and 
practical  knowledge,  to  indicate  such  lines  on  the  shores  of  both  states  as 
will  best  secure  the  harbor  from  further  injury. 

In  view  of  the  careful  and  minute  soundings  that  had  been  made,  the 
ascertainment  of  the  direction  of  the  various  currents  in  the  harbor,  and  the 
collection  of  all  the  elements  necessary  to  a  just  and  final  determination  of 
water  lines  for  the  coterminous  waters  of  the  two  states,  it  seemed  to  the 
undersigned,  that  they  would  best  discharge  the  trust  reposed  in  them,  bj 
requesting  those  gentlemen  to  describe  simultaneous  wdtli  the  lines  of  New 
York  those  of  New  Jersey.  AVith  these  views  they  adopted  the  above  pre- 
amble and  resolutions. 

The  kindly  feeling  evinced  by  your  excellency  in  the  conferences  had 
upon  this  subject,  and  the  just  solicitude  you  have  manifested  for  the  pres- 
ervation of  the  harbor  and  the  interests  of  New  Jersey,  which  are  identi- 
cal with  those  of  New  York,  inasmuch  as  any  injuiy  to  this  port  is  a  com- 
mon calamity,  encourage  the  undersigned  to  hope  that  the  course  they  have 
adopted  will  receive  the  approval  of  your  state. 

Very  respectfully, 

George  W.  Patterson, 
Prestox  King, 
John  Vanderbilt, 
Ja3ies  Bowen, 

Harbor  Commissioners. 

To  his  Excellency  Eodman  M.  Price, 

Governor  of  the  State  of  New  Jersey. 

To  which  the  governor  of  New  Jersey  made  the  following  reply : 

State  of  New  Jersey,  ) 
Executive  Department,  Trenton,  July  26,  1856.  ) 

Gentlemen  ;  I  have  the  honor  to  acknowledge  the  receipt  of  your  com- 
munication of  the  1st  inst.,  with  the  map  and  law  accompanying  it,  and  in 
reply  beg  to' say,  that  I  fully  appreciate  your  views  of  the  importance  of 
preserving  the  harbor  of  New  York  from  injurious  encroachments,  and  for 
the  necessity  of  prescribing  lines  on  both  shores,  beyond  which  structures 
should  not  be  made. 

The  great  and  continued  extension  of  wharves  and  piers  in  front  of  the 
city  of  New  York,  have  so  changed  and  increased  the  velocity  of  the  cur- 
rents as  to  leiid  to  the  apprehension  that  great  injury  to  the  navigation  of 
the  harbor  had  been  done  by  those  interested  in  the  present  and  future  com- 
merce of  the  port,  and  this  fear  and  alarm  is  largely  participated  in  by  the 
people  of  New  Jersey;  and  regret  is  expressed  that  the  legislature  have 
not  appointed  commissioners  to  guard  and  protect  the  rights  of  the  state, 
by  making  simultaneous  surveys,  soundings  and  tidal  observations,  with 
your  board ;  and  after  duly  considering  all  the  rights  of  the  two  states,  to 
have  recommended  an  exterior  shore  line  for  said  harbor,  on  the  shore  of 
this  state,  as  was  no  doubt,  pre-supposed  by  the  legislature  of  New  York, 
would  be  done  when  the  act  constituting  your  board  was  passed. 

The  two  states  are  equally  interested  in  this  great  and  important  mat- 
ter, and  should  act  together  with  the  federal  government,  which  has  a  deep 


110 


New  York  Harbor  Commission  Beporta. 


interest  in  preserving  the  most  important  harbor  of  the  country,  yielding 
much  the  largest  revenue,  and  has  also  the  undoubted  right,  as  it  is  made 
its  constitutional  duty  to  protect  commerce  and  navigation.  Any  report  or 
recommendation  from  the  distinguished  officers  detailed  by  the  federal  au- 
thority to  make  the  survey  of  the  harbor,  made  with  the  advice  of  your 
board,  will  be  received  with  great  confidence  for  impartiality,  and  the  ap- 
plication of  correct  principles  solely  directed  to  the  great  object  and  com- 
mon interest  of  preserving  the  harbor  ;  and  I  confidently  think  that  the 
course  you  have  adopted  under  the  circumstances,  o:  requesting  those  gen- 
tlemen, as  by  the  preamble  and  resolutions  embraced  in  your  communica- 
tion, "  to  confer  together  and  report  to  this  [your]  board  suitable  exterior 
lines  for  both  shores  of  the  Hudson  river,"  &c.,  will  be  approved  by  the 
citizens  of  this  state,  and  the  object  of  your  appointment  v/ill  be  fully 
attained.  At  the  same  time  I  presume  no  lines  designated  or  recommended 
by  any  authority  can  be  legally  or  permanently  fixed,  Avithout  being  con- 
firmed by  the  legislatures  of  the  respective  states  of  New  York  and  New 
Jersey,  and  by  the  Congress  of  the  United  States,  and  as  this  state  has  not 
commissioners  to  co-operate  with  the  United  States  officers  and  yourselves, 
some  feeling  may  arise  with  persons  interested  in  the  harbor  and  shore,  be- 
cause their  views  will  not  be  directly  represented.  To  obviate  this  and 
promote  the  common  object  and  interest  of  both  states,  I  will  publish  your 
communication  with  this  reply,  so  that  all  interested  will  have  notice  of 
what  you  have  resolved  to  do,  and  may  confer  with  you  and  the  officers 
making  the  survey. 

I  will  also  lay  your  communication  before  the  legislature  when  it  con- 
venes, together  with  any  further  correspondence  between  us,  with  such  re- 
ports, maps,  or  recommendations,  as  may  be  made  by  the  United  States 
officers  making  the  survey  of  the  harbor,  as  you  may  be  pleased  to  send  me. 
Very  respectfully, 

Rodman  M.  Pkice. 

To  Hon.  George  W.  Patterson, 
Preston  King, 
John  Vanderbilt, 
James  Boaven, 

Harbor  Commissioners. 

The  report  of  the  advisory  council  on  the  lines  of  the  Hudson  river,  the 
bay  of  New  York,  and  of  the  adjacent  waters,  is  annexed,  marked  B.  A 
copy  of  the  report,  together  with  a  map  of  the  harbor,  on  which  will  be 
laid  down  the  lines  recommended  for  the  shores  within  the  jurisdiction  of 
New  Jersey,  will  be  transmitted  to  the  governor,  to  be  laid  before  the  legis- 
lature of  that  state  for  consideration  and  adoption.  The  lines  described 
by  the  advisory  council  afford  ample  room  for  the  construction  of  docks 
and  basins  on  every  part  of  the  shores  of  New  Jersey,  within  the  harbor, 
and  the  explanations  and  arguments  stated  in  the  report  for  their  establish- 
ment, are  so  conclusive  that  it  is  believed  they  will  be  satisfactory  to  the 
authorities  of  that  state. 

At  the  last  session  of  the  legislature,  an  act  was  passed,  entitled,  "  An 
act  to  authorize  Daniel  Richards,  Divine  Burtis,  and  others,  to  construct 
and  build  docks,  bulkheads,  piers,  and  basins,  in  front  of  their  lands  in  the 


Neiu  York  Harhor  Commission  Beports, 


111 


city  of  Brooklyn  ;"  by  virtue  of  which,  those  persons  and  others,  owners  of 
real  estate  fronting  on  Gowanus  bay,  were  authorized  to  construct  docks, 
piers,  a<nd  basins,  on  the  hind  under  water  in  that  bay,  within  the  limits  de- 
scribed in  the  act,  provided,  that  if,  in  the  opinion  of  the  harbor  commis- 
sioners, the  construction  of  docks  and  basins  on  the  linos  mentioned  would 
be  prejudicial  to  the  navigation  of  the  harbor,  the  lines  should  be  varied  as 
the  commissioners  should  direct.  After  a  personal  examination  of  Go- 
wanus bay,  with  Professor  Bachc,  the  commissioners  and  their  advisory 
council,  in  pursuance  of  advertisement  in  the  public  papers,  heard  parties 
in  favor  of  and  opposed  to  the  construction  of  docks  on  the  proposed  lines. 
It  was  found  that  the  conditional  grant  contained  in  the  Lnv  referred  to, 
covered  a  portion  of  the  easterly  channel  of  the  bay  of  New  York,  running 
from  Buttermilk  channel  to  the  Narrows,  and  which,  by  the  occupation  of 
the  grant,  would  be  destroyed ;  that  the  currents  of  Buttermilk  channel 
would  be  accelerated,  the  usefulness  of  Gowanus  bay  as  a  tidal  reservoir 
impaired,  and  the  regimen  of  the  waters  of  that  part  of  the  harbor  so  much 
disturbed  as  to  cause  serious  and  permanent  injury. 

The  commissioners  were  therefore  obliged  to  modify  the  nnes  described 
in  the  law,  and,  desirous  that  the  persons  interested  should  be  satisfied  that 
the  reasons  for  such  change  were  valid  and  controlling,  they  requested  the 
advisory  board  to  report  upon  the  effects  which  would  ensue,  were  the 
lines  of  the  grant  adhered  to.  The  report  of  tiie  board  wi:l  be  found  in 
the  Appendix  marked  C.  It  will  be  seen  that  those  gentlemen,  constituting 
the  board,  have  not  only  shown  in  what  respects  the  lines  referred  to  would 
have  an  injurious  influence,  but  they  have  described  the  relations  of  Go- 
wanus ba}'  to  the  harbor  of  New  York,  depicted  its  features,  and  demon- 
strated its  value  for  the  purposes  of  commerce.  The  conclusions  at  which 
they  arrived,  if  the  grant  contained  in  the  law  were  occupied,  are  : 

1.  That  the  connecting  passage  between  Buttermilk  and  Yellow  Hook 
channels  would  be  destroyed. 

2.  The  diversion  of  the  contributions  of  water  from  Buttermilk  channel 
to  Gowanus  bay. 

3.  That  the  rapidity  of  the  ebb  current  at  the  southwest  entrance  of 
Buttermilk  channel,  would  be  so  increased  as  seriously  to  impede  its  navi- 
gation. 

4.  As  a  consequence  of  the  preceding,  the  injury  to  property,  the  value 
of  which  is  dependent  on  the  free  navigation  of  Buttermilk  channel. 

The  foregoing  are  the  effects  which  would  be  produced  contiguous  to 
the  docks  proposed  to  have  been  erected.  The  changes  which  would  occur 
in  Gowanus  bay  and  the  adjacent  channel  of  the  harbor,  arc  : 

1.  That  the  water  in  Gowanus  bay  would  be  lessened  in  amount. 

2-  That  Yellow  Hook  channel  would  be  reduced  in  size  and  altered  in 
direction,  that  it  Avould  lose  its  connection  on  the  north  with  the  inner 
harbor,  and  be  carried  off  from  the  shore  of  Lono-  Island  to  the  injury  of 
the  riparian  owners. 

3.  That  the  middle  ground,  extending  from  Red  Hook  to  Yellow  Hook 
channel,  would  be  so  much  disturbed  that  its  place  and  form  would  be 
materially  altered. 

The  advisory  council  recommended  two  lines  to  the  connnissioners,  an 
interior  line  within  which  the  grantees  might  erect  piers  and  bulkheads, 

8 


112    ,        Neio  York  Harbor  Commission  Beports, 


and  the  other  exterior  thereto  on  which  no  structure  diould  be  erected  ex- 
cept a  sea-wall  to  form  a  wet  basin,  in  order  that  there  might  be  secured  a 
free  passage  for  the  flow  of  water,  and  that  the  capacity  of  the  bay  as  a 
tidal  reservoir  should  not  be  impaired.  But  the  act  conferred  upon  the 
grantees  the  right  to  construct  docks,  piers,  and  basins,  within  the  limits 
prescribed,  or  as  varied  by  the  commissioners.  Within  such  limits  the 
right  seemed  absolute,  and  the  commissioners  were  of  opinion  they  had  no 
power  to  direct  in  what  manner  the  grantees  should  enjoy  any  {)art  of  the 
area  that  might  be  described.  With  these  views  they  laid  down  the  inte- 
rior line  as  the  limits  of  the  grant,  and  filed  maps  and  descriptions  thereof, 
in  the  offices  of  the  secretary  of  state  and  of  the  county  clerk  of  the 
county  of  Kings.  A  copy  of  the  certificate  descriptive  of  the  lines  is  an- 
nexed, marked  D. 

By  the  act  of  March  30,  1855,  it  was  made  the  duty  of  the  commis- 
sioners to  recommend  to  the  legislature,  for  adoption,  suitable  rates  of 
wharfage  for  vessels  using  the  piers  and  basins  of  the  port.  The  subject 
has  engaged  the  earnest  attention  of  the  commissioners,  but  the  contlicdng 
opinion  of  wharf-owners,  and  of  the  merchants  and  others  who  use  the 
wharves,  as  to  proper  and  equitable  charges,  have  been  the  cause  of  much 
embarrassment  in  arriving  at  a  sati;^factory  conclusion.  It  was  maintained 
on  the  one  hand  that  the  rates  established  by  law  ought  to  bo  abolished, 
and  owners  be  permitted  to  make  such  charges  as  chey  may  deem  expedi- 
ent, or  if  restricted,  that  the  rates  ought  to  be  enhanced,  so  that  wharves 
may  share  in  the  increased  value  which  has  attached  to  other  descriptions 
of  property,  while  on  the  other  it  was  insisted  that  any  further  increase  of 
wharfage  will  be  injurious  to  the  commerce  of  the  port. 

Before  submitting  the  conclusions  which  the  commissioners  have  reo.ched, 
it  may  be  proper  to  state  the  nature  and  peculiar  tenure  of  wharf  property, 
and  the  objects  for  and  conditions  upon  which  water  grants  are  made  to 
private  individuals  by  the  state. 

It  is  a  prevalent  opinion  that  the  riparian  owner  has  an  inherent  right 
to  the  land  under  water  in  front  of  his  upland,  and  that  the  application 
for  a  grant  is  simply  to  determine  the  limits  of  the  right.  This  error  has 
been  the  cause  of  much  dissatisfaction  and  of  complaint,  that  the  state  is 
unjust  in  prescribing  rates  for  the  enjoyment  and  use  of  wharf  property. 

The  ownership  of  all  navigable  rivers,  and  of  all  lands  below  high- water 
mark,  subject  only  to  the  public  rights  of  navigation  and  fishing,  is  in  the 
state,  and  the  riparian  owner  cannot  more  rightfully  appropriate  any  por- 
tion of  them  to  his  ovm  use,  than  he  can  the  contiguous  upland  of  his 
neighbor.  He  cannot  build  a  wharf,  or  drive  a  pile  below  high-water 
mark  in  front  of  his  lands,  without  committing  a  trespass  upon  the  prop- 
erty of  the  state.  The  state,  as  the  sovereign,  has  the  well-settled  right  to 
convey  the  land  under  water  in  front  of  a  riparian  owner,  for  public  pur- 
poses, and  this  right  Avas  exercised  by  the  colonial  government  in  the  con- 
veyance to  the  corporation  of  the  city  of  New  York,  of  the  lands  between 
high  and  low  water  in  front  of  that  city  and  Broeklyn,  to  the  exclusion  of 
the  riparian  owners  on  both  shores. 

But  the  state,  for  the  purposes  of  commerce,  and  for  tlie  public  conve- 
nience, has,  from  time  to  time,  granted  lands  under  water  to  riparian  own- 
ers, or  delegated  to  the  commissioners  of  the  land  ofRce,  the  power  to 


New  York  Harbor  Commission  Reports.  113 


make  grants  on  certain  conditions  ;  first,  that  the  grantee  shall  crcc:t  docks 
or  bulkheads  thereon  ;  that  the  structures  so  erected  shall  be  lor  public 
use,  and  that  persons  using  them  shall  not  be  required  to  pay  more  than 
the  rates  e.-^tablished  by  law.  If  the  grantee  fail  to  erect  such  structures, 
then  the  grant  is  void,  and  the  title  and  possession  remain  in  the  state  ;  or, 
if  he  comply  with  this  condition,  but  exact  more  for  tlie  use  of  his  wliarf 
than  the  established  rates  ;  or,  if  he  deny  its  occupancy  to  others,  he  is 
liable  to  a  suit  for  damages,  or  for  a  recovery  of  the  charges  illegally  ex- 
acted. 

It  will  be  seen,  therefore,  that  wliarf  property  is  held  by  a  very  different 
tenure  from  that  of  upland,  inasmuch  as  it  is  granted  for  public  purposes, 
and  for  the  promotion  of  the  public  interest.  But  while  there  can  be  no 
just  complaint,  either  against  the  prescription  of  conditions,  or  the  nature 
of  the  conditions  prescribed,  it  is  due  to  the  interests  of  commerce,  as  well 
as  well  as  to  the  wharf-owners,  that  the  latter  shall  receive  an  adequate 
remuneration  for  the  capital  they  have  invested.  If  they  fail  to  receive  a 
proper  compensation,  the  wharves  erected  will  be  permitted  to  decay,  the 
slips  and  basins  to  fill  up,  and  thus  the  harborage  for  vessels  will  be  in- 
jured or  destroyed.  It  is  urged  by  wharf-owners  that  their  present  revenues 
are  not  sufficient,  and  that  they  ought  to  be  increased,  either  by  the  im- 
position of  a  specific  tax  upon  every  package  of  merchandise  landed  or 
shipped,  or  by  enhanced  rates  on  vessels  using  their  wharves.  The  policy 
andjustice  of  such  increase,  or  of  a  specific  tax,  have  received  the  careful  con- 
sideration of  the  commissioners. 

The  prosperity  of  New  York,  Brooklyn,  and  the  adjacent  cities  and 
villages,  is  dependent  upon  the  commerce  of  the  port.  If,  from  the  action 
of  physical  causes,  the  bar  off  Sandy  Hook  should  shoal  to  ten  feet  water, 
or  if,  from  causes  now  in  action,  that  spit  should  be  extended  across  the 
lower  bay,  it  is  evident  that  the  vast  commerce  which  now  finds  a  resting- 
place  in  the  harbor  would  abandon  it.  The  same  calamity  may  occur 
from  the  agency  of  moral  or  economical  causes.  Civil  war,  insecurity  of 
property,  or  excessive  local  taxes,  would  be  quite  as  eflftcient  agents  in 
destroying  the  commerce  of  the  port  as  any  physical  barrier  which  nature 
might  erect  at  the  entrance  to  its  waters  ;  for  the  stimulus  to  commerce 
and  to  all  industrial  pursuits  is  individual  gain,  and  just  in  proportion  as 
tha  acquisition  of  gain  is  diminished,  whether  from  the  insecurity  of  prop- 
erty or  from  taxation,  industry  and  commerce  will  languish.  Hence  a 
oity  oppressed  by  local  taxes,  however  easy  of  access  from  the  ocean,  or 
secure  from  the  influence  of  storms,  will  decay,  and  its  commerce  seek  some 
other  port,  which  though  possessing  less  natural  advantages,  may  be  free 
from  excessive  burdens  upon  trade.  The  trade  of  New  York  and  Brook- 
lyn is  not  attributable  merely  to  the  favorable  geographical  situation  of 
the  port,  or  to  its  connection  with  the  fruitful  West  by  its  rivers  and  canals, 
but  because  of  the  trifling  tax  wdiich  through  these  means  is  imposed  on 
the  interchange  and  transit  of  products.  The  farmer  does  not  send  his 
wheat  to  New  York  because  that  city  is  but  twenty  miles  from  the  sea, 
nor  the  foreign  merchant  his  merchandise ;  but  because  its  proximity  to 
the  ocean  and  its  means  of  cheap  communication  with  the  interior  enable 
him  to  obtain  greater  gains  than  at  other  ports  less  favorably  situated. 
If,  then,  the  local  charges,  whether  of  dockage,  pilotage,  or  others,  to  which 

8 


114, 


Neiu  York  Harhor  Commission  Reports. 


vessels  are  subject,  be  increased  without  corresponding  benefits,  tlicy  will, 
in  the  ratio  of  their  increase,  diminish  the  profits  of  commerce,  and  so  far 
the  advantages  of  the  port  will  be  impaired.  It  has  been  the  wise  policy 
of  the  state  to  foster  its  foreign  and  domestic  commerce  by  freeing  it 
from  all  unnecesjBary  burdens.  For  this  purpose,  the  framers  of  the  new 
constitution  abolished  all  offices  of  inspection,  weighing,  gauging  and  measur- 
ing, and  provided  that  none  shall  be  created  by  law.  To  secure  tlie  trade 
of  the  West  the  Eric  canfd  was  constructed,  and  that  the  cost  of  transit 
might  be  diminished,  the  state  has  expended  many  millions  of  dollars  in 
the  enlargement  of  that  great  work.  Thus,  the  resources  of  the  state,  and 
the  course  of  its  legislation  have  uniformly  and  for  many  years  been  direct- 
ed to  the  abatement  of  burdens  on  its  trade.  The  beneficial  results  of 
this  policy  are  to  be  found  in  the  general  prosperity  of  its  citizens,  in  the 
vast  commerce  which  has  placed  its  capital  among  the  most  populous  and 
wealthy  cities  in  the  world,  second  only  to  London  in  the  extent  of  its 
business,  and  excelling  even  that  great  mart  in  the  amount  of  its  tonnage. 
The  increase  of  wharfage  on  vessels  would  be  an  innovation  on  the  policy 
pursued  with  such  signal  success.  It  would  frustrate  to  some  extent,  the 
objects  in  view  in  the  abolition  of  inspection  laws  and  in  the  enlargement 
of  the  canal ;  and  though  the  measure  of  relief  sought  by  the  wharf-owners 
may  be  so  small  as  to  have  but  little  influence  on  commerce,  it  should  be 
afforded  in  such  manner  as  not  to  interfere  with  the  policy  of  the  state. 
For  these  reasons  the  commissioners  refrain  from  recommending  any  increase 
in  the  rates  of  wharfage  on  vessels. 

With  respect  to  a  speciiic  tax  upon  every  package  of  merchandise  that 
shall  be  landed  on  or  shipped  from  the  wharves,  the  commissioners  are  of 
opinion  that  no  form  of  taxation  would  be  more  obnoxious  to  the  mercantile 
classes  of  the  port,  or  more  disastrous  to  its  commerce.  From  the  evidence 
annexed,  it  appears  that,  during  the  season  of  navigation,  there  are  daily 
shipped  and  landed  by  three  lines  of  steam-tugs  trading  to  Albany,  24,000 
tons,  or  a  weight  equivalent  to  240,000  barrels  of  flour  per  day,  and  that 
two  thirds  of  this  merchandise  is  shipped  and  landed  on  piers  2  to  8,  East 
river.  There  are,  besides  the  tugs  referred  to,  forty  or  fitty  vessels  trading 
to  other  parts  always  present  at  the  same  piers.  The  aggregate  cost  of 
the  piers  and  bulkheads  between  numbers  2  and  8,  is  about  $235,000.  A 
tax  on  each  package  of  this  vast  amount  of  tonnage,  however  small,  would 
yield  a  revenue  utterly  disproportionate  to  the  amount  of  qapital  invested. 
It  further  appears  that  the  cargo  of  a  ship  discharging  at  pier  No.  19,  East 
river,  consisted  of  70,742  packages,  and  that  four  vessels  in  addiiion,  of 
the  same  dimensions  could  be  accommodated  at  that  pier.  The  time  occu- 
pied in  the  discharge  of  the  cargo  referred  to  was  eighteen  days,  so  that 
the  capacity  of  the  pier  for  vessels  that  may  receive  or  discharge  within 
twenty  days  is  380,000  packages.  The  cost  of  the  pier  was  about  ^1 9,000. 
At  pier  No.  4,  North  river,  there  are  two  lines  of  steamers  trading  to 
Savannah  and  Charleston.  The  average  quantity  of  merchandi>e  shipped 
by  and  landed  from  each  steamer,  trading  to  the  latter  port  is  twenty-six 
hundred  packages,  and  this  quantity  is  received  and  discharged  nearly 
every  week  throughout  the  year.  The  amount  received  and  discharged 
from  the  Savannah  steamers  is  about  the  same.  Two  steamers  of  each  of 
these  lines  arrive  and  depart  weekly,  so  that  the  aggregate  quantity  ship- 


Neio  York  Harbor  Commission  Rej)orts. 


115 


peel  and  landed  from  one  pier  is  over  10,000  packages  per  week,  or  500,000 
per  annum.  Tlie  cost  of  the  pier  was  5^28,000.  There  are  over  one  hun- 
dred piers  on  the  North  and  East  rivers,  fully  occupied  with  the  receipt 
of  merchandise.  The  embarrassment,  labor,  and  delay,  incident  to  taking 
an  account  of  the  merchandise  deposited  on  these  wharves  can  hardly  be 
exaggerated.  It  is  held  that  none  of  these  evils  occur  in  ports  where  a 
specific  tax  is  imposed.  It  is  forgotten  that  the  business  of  every  other 
port  on  this  continent  dwindles  into  insignificance  when  compared  witli 
that  of  New  York,  and  that  regulations  which  may  be  proper  for  tli3 
limited  commerce  of  Boston  or  Charleston  would  be  unwise  and  impracti- 
cable on  tlic  crowded  wharves  of  New  York.  The  evidence,  liowevcr, 
which  the  commissioners  have  gathered,  establishes  conclusively  that  direct 
taxation  on  goods  in  Boston  and  Baltimore  has  an  unfavorable  influence 
on  the  commerce  of  those  cities.  It  is  further  urged  that  the  dock  com- 
panies of  England  derive  their  income  from  the  imposition  of  a  tax  upon 
each  package  of  merchandise  landed  or  shipped  from  their  quays;  but  the 
character  and  arrangements  of  the  English  docks  are  widely  dissimilar  from 
those  of  the  piers  and  bulkheads  of  New  York.  The  docks  of  London, 
Liverpool,  and  other  ports  in  England,  are  large  wet  basins  constructed  at 
great  expense,  fitted  with  every  convenience  for  the  rapid  lading  and  discharge 
of  cargoes,  and  having  spacious  Avarehouses  and  vaults  into  which  cargoes 
may  be  directly  discharged.  Every  package  landed  is  housed  or  protected 
from  the  weather,  and  the  companies  are  responsible  for  the  safekeeping 
of  all  merchandise  received  within  their  walls.  On  the  long  parallel  piers 
of  New  York  no  such  conveniences  can  be  afforded.  There  is  no  adequate 
protection  from  theft  or  the  vicissitudes  of  the  weather,  no  provision  can 
be  made  on  them  for  storage,  and  because  of  their  limited  width,  the 
public  interests  require  the  early  removal  of  all  merchandise  landed  on  them. 

The  commissioners  by  special  application  invited  the  principal  wharf- 
owners  to  submit  their  views  in  regard  to  wharfage  rates,  and  to  the  prop- 
er remedies  for  the  abuses  to  which  their  property  has  been  subjected. 
They  also  endeavored,  but  with  little  success,  to  ascertain  the  precise  cost 
of  the  piers  owned  by  individuals,  and  the  revenues  derived  from  them.  In 
the  absence  of  such  specific  information,  they  have  had  to  rely  upon  the 
general  estimates  of  dock-builders  and  wharfingers.  It  will  be  seen  by 
reference  to  the  testimony  annexed,  that  the  cost  of  erecting  piers  wholly 
of  piles  is  about  ^20  per  running  foot,  and  that  of  piers  construct- 
ed of  cribs  and  bridges  about  S^O  per  foot.  It  is  found  that  piers  built  on 
piles  are  as  secure  as  the  more  expensive  structures  of  cribs  and  bridges, 
but  in  order  that  the  estimates  of  the  commissioners  should  be  in 
favor  of  rather  than  against  the  wharf  owners,  they  have  computed  the 
cost  of  all  piers  to  he  at  the  rate  of  $50  per  foot,  and  of  bulldieads  at 
§70  per  foot.  These  rates  it  is  believed  are  greater  than  the  average  ac- 
tual cost. 

The  piers  around  New  York  are  owned,  either  by  the  corporation 
or  by  individuals,  or  jointly  by  the  corporation  and  individuals ;  those 
which  are  owned  by  the  corporation  are  constructed  at  the  expense  of 
ihe  city,  while  the  cost  of  those  which  are  the  joint  property  of  the  city 
and  private  individuals  is  defrayed  by  the  payment  of  two  thirds  of  the 


116  Neiu  York  Harbor  Commission  Reports, 


amount  by  the  lait3r  and  one  third  by  the  corporation,  the  corporation  re- 
ceiving one  half  the  revenue. 

Stress  is  hiid  upon  the  allegation,  that,  notwithstanding  the  large  snms 
received  for  ferry  privileges,  and  for  the  exclusive  use  of  piers,  the  corpo- 
ration of  New  York  derive  but  four  per  cent,  per  annum  from  their  wharf 
properly,  and  it  is  claimed  that  this  fact  is  conclusive  of  the  justice  of  the 
further  enhancement  of  wharfage  rates.  By  reference  to  the  table  marked 
S  in  the  Appendix,  it  will  be  seen  that  this  percentage  of  revenue  is  based 
on  an  arbitrary  value  affixed  to  the  wharves,  and  not  on  their  actual 
cost. 

The  corporation  owns,  in  the  East  riveT,  between  Grand 
street  and  the  Battery,  18  piers,  which  cost  to  con- 
struct  8333,050  00 

192  piers,  of  which  the  corporation  paid  one  third  of 

the  cost,  or   115,100  00 

Bulkheads   235,670  00 

 $683,820  00 

North  river,  between  the  Battery  and  Hammond  street, 

26  piers   $631,200  00 

7^  piers   56,453  00 

Bulkheads   437,220  00 

  1,124,873  00 

The  actual  cost  of  which  is  $1,803,693  00 

But  which  is  estimated  to  be  worth  $5,823,000  00 


The  income  received  on  the  above  property  in  $260,100  per  annum,  or 
about  14  per  cent,  upon  the  cost. 

It  is  proper  to  state  that  many  of  the  piers  oelonging  to  the  corpo- 
ration in  the  upper  parts,  pay  but  little  rent,  though  from  the  accommo- 
dation they  afford  to  the  citizens  in  the  vicinity  they  serve  to  raise  the  tax- 
able value  of  property,  and  thus  indirectly  add  to  the  revenues  of  the 
city.  But  it  should  also  be  noted  that  several  of  the  most  valuable  piers 
embraced  in  the  above  area,  are  used  for  Dublic  purposes  and  yield  no 
income. 

With  respect  to  the  piers  owned  by  private  individuals,  the  statement  of 
S.  A.  Frost,  wharfinger,  may  be  relied  on  as  a  fair  exhibit  of  the  piers 
and  bulkheads  which  are  fully  and  continuously  occupied  by  transient  ves- 
sels, paying  the  legal  rates  of  wharfage.    That  statement  is  as  follows  : 


COST. 

ANNUAL 
KECEIPTS. 

EXPENSES. 

NET 
INCOME. 

Pierg  16,  17,  and  one  haK  of  18, 
East  river,  with  447  feet  of  bulk- 
One  h.alf  pier  19,  and  one  half  pier 

20,  bulkhead  274  feet  

One  half  pier  26  and  one  half  pier 

27,  bulkhead  286  feet  

Pier  28,  bulkhead  158  feet  

$93,606 

48,312 

43,020 
33,360 

$U,350 

4,550 

6,324 
3,703 

$2,794 

894 

1,046 
1,071 

9i  per  ct. 

7i  - 

12i  " 
71  " 

New  Yorh  Harbor  Commission  Rej^orts. 


117 


The  cost  of  these  piers  and  bulkheads  is  estimated  at  fifty  dollars  per 
I'neal  foot,  and  the  bulkheads  at  seventy  dollars  per  foot,  which  is  ten  dol- 
lars more  per  foot  than  JNIr.  Frost  estimates.  Two  thirds  of  the  cost  of 
the  half  piers,  or  those  owned  jointly  by  the  corporation,  was  paid  by  the 
individual  joint  owners,  and  is  included  in  the  above  estimate.  The  ex- 
penses are  for  ordinnry  repairs,  taxes,  commissions  for  superintendence  and 
collections  of  wharfage,  and  are  exclusive  of  the  cost  of  the  removal  of 
planking  and  dredging  the  slips.  The  rate  of  filling  from  the  deposit  of 
mud,  varies  from  half  a  foot  to  a  foot  per  annum,  and  costs  to  remove 
about  one  half  cent  per  cubic  foot.  The  planking  of  the  piers  though 
annually  repaired  requires  to  be  entirely  renewed  every  eight  or  ten  years, 
and  at  the  expiration  of  about  thirty  years  from  its  ereciion  the  structure 
has  to  be  rebuilt. 

The  commissioners,  after  a  careful  examination  of  all  the  testimony  they 
could  procure,  have  estimated  the  expenses  to  Avhich  wharf-owners  are  sub- 
ject under  the  present  regulations,  to  be  as  follows : 


Ordinary  repairs,  taxes,  conunissions,  &c   per  cent. 

Dredging   I  " 

Extraordinary  repairs   I2  " 

Depreciation  of  property   2  " 

To  which,  add  for  interest  on  capital  invested   8  " 


15|  per  cent. 

In  the  opinion  of  the  commissioners,  the  wharf-owners  ought  to  receive 
a  net  income  on  their  capital  of  from  eight  to  ten  per  cent.  On  the  piers 
and  bulkheads,  to  which  reference  has  been  made,  the  owners  receive  the 
average  of  nine  and  a  quarter  per  cent,  per  annum,  though  no  allowance  is 
made  for  dredging,  extraordinary  repairs,  or  depreciation  of  property, 
which  is  equivalent  to  four  and  a  quarter  per  cent.  ;  thus  reducing  the 
net  income,  on  the  cost  of  construction  of  the  most  eligible  piers  in  the 
harbor,  to  five  per  cent,  per  annum.  And  it  will  be  observed,  that  the 
piers  referred  to  are  continuously  occupied  throughout  the  year,  while 
many  others,  equally  expensive,  are  but  partially  occupied,  and  therefore, 
yield  less  revenue ;  and,  during  the  suspension  of  river  navigation,  none 
whatever. 

There  are  cases  in  which  piers,  let  for  the  exclusive  use  of  the  lessees, 
pay  very  large  revenues  to  their  owners.  Thus,  pier  No.  4,  North  river, 
costing  about  twenty-eight  thousand  dollars,  is  let  to  two  steamboat  com- 
panies for  eight  thousand  dollars  per  annum,  the  lessees  paying  all  expenses 
for  repairs  and  dredging.  The  one  half  of  pier  No.  10,  and  bulkhead. 
East  river,  owned  by  and  costing  the  city  but  eleven  thousand  five  hundred 
dollars,  pays  the  annual  rent  of  seven  thousand  three  hundred  dollars. 
So  pier  No.  29,  North  river,  costing  about  thirty  thousand  dollars,  yields 
an  annual  revenue  of  six  thousand  six  hundred  dollars.  But  these  are  ex- 
ceptional cases,  and  ought  to  have  no  influence  in  determining  the  average 
rate  of  compensation  now  obtained  for  wharf  property. 

Impressed  with  the  expediency,  as  well  as  justice  of  satisfying  the  fair 


118 


New  York  Harbor  Commission  Ueports, 


claims  of  the  wharf  owners,  the  commissioners  have  endeavored  to  frame 
such  regulations  for  the  government  of  the  wharves,  as  will  secure  for  tiieir 
owners  and  lessees  an  ample  revenue,  without  the  imposition  of  taxes  on 
the  transit  of  merchandise  over  the  wharves,  or  adding  to  the  present 
wharfiige  rates  on  vessels.  It  cannot  be  questioned,  from  the  evidence 
herewith  submitted,  that  more  effective  measures  should  be  adopted  to  pro- 
tect wharf-owners  in  the  enjoyment  of  their  property,  free  them  from  ex- 
penses to  which  they  are  improperly  subjected,  and  enable  them  to  derive 
an  income  from  their  wharves  when  used  for  other  purposes  than  the  lading 
and  discharge  of  cargoes,  and  the  harborage  of  vessels. 

The  piers  and  bulkheads  of  New  York  are  under  the  jurisdiction  of  the 
city  authorities.  Tlie  rules  and  ordinances  prescribed  for  their  government 
are  defective  and  seldom  enforced.  No  provision  is  made  for  the  correc- 
tion of  many  abuses  whicli  are  daily  practised,  and  which  are  the  causes  of 
serious  expense.  The  careless  mode  of  taking  ill  and  discharging  ballast, 
stone,  brick,  coal,  pig-iron,  and  other  material ;  the  imperfect  drainage  of 
the  city  ;  the  destructive  practice  of  boring  the  posts  and  floors  of  the  piers, 
to  erect  leading-blocks,  are  mjurious  as  well  to  the  harbor  as  to  the  inter- 
ests of  the  owners  of  wharf  pioperty.  It  appears  from  the  evidence  col- 
lected, that  the  deposit  of  solid  material  in  the  slips  of  New  York  is  about 
one  foot  per  annum.  The  causes  of  this  rapid  accretion  are  the  careless 
discharge  from  vessels  of  the  articles  above  mentioned,  the  deposit  of  rub- 
bish from  carts,  but  chiefly  the  uncleanly  condition  of  the  streets.  The 
garbage  of  the  city  is  permitted  to  accumulate  on  the  surface  of  the  streets, 
and  a  large  portion  of  it  is  washed  into  the  sewers  by  the  rains,  and  thence 
discharged  into  the  slips. 

The  general  practice  of  unloading  cargoes  by  means  of  horse-povver  is 
injurious  to  the  wharves.  When  the  wharfage  law  was  enacted,  manual 
labor  only  was  employed  for  this  purpose.  The  commissioners  are  of  opin- 
ion that  compensation  should  be  made  for  the  more  rapid  wear  of  wharves 
from  this  practice,  and  they  recommend  that  owners  and  lessees  shall  be 
permitted  to  collect  twenty  cents  per  day  for  each  horse  used  in  lading  or 
discharging  cargoes  by  means  of  fixed  tackle.  Complaint  is  made  of  the 
practice  of  lighters  discharging  their  cargoes  on  the  wharves,  and  departing 
without  paying  the  wharfiige  rates.  It  is  proposed  that  in  such  cases  the 
wharfage  lax  shall  be  a  lien  on  the  merchandise  deposited  on  the  wharves. 
Another  grievance  to  which  the  wharf-owners  are  subject,  and  which 
forms  a  serious  obstruction  to  the  lading  and  discharge  of  vessels,  is  the 
conversion  of  the  piers  into  places  of  storage.  It  appears  that  the  average 
quantity  of  merchandise  left  on  the  wharves  for  twenty -four  hours  is  two 
hundred  to  two  hundred  and  fifty  tons  on  each  pier  ;  for  forty-eight  hours, 
one  hundred  tons,  and  the  same  quantity  for  three  days  and  upward. 
Large  quantities  of  iron,  sugar,  molasses,  cotton,  dye-woods,  and  other 
bulky  articles  of  merchandise,  which  are  not  affected  by  the  weather,  are 
often  permitted  to  remain,  by  the  owners  or  consignees,  on  the  piers  until 
sold,  in  order  to  esc^xpe  the  payment  of  cartage  and  storage.  There  seems 
to  be  no  just  reason  why  niercliandise  should  be  stored  on  the  property  of 
a  wharf-owner  ratiier  than  in  a  warehouse,  free  of  rent.  The  commis- 
sioners have  framed  a  tariff' of  charges  to  be  imposed  and  collected  by  the 
wharf-owners  on  merchandise  lying  on  their  piers  and  bulk]icads,  longer 


New  York  Harhor  Commission  Reports. 


119 


than  twenty-four  hours.  This  period  will  be  sufficient  to  comply  with  the 
United  States  revenue  laws  in  respect  to  weighing,  measuring,  and  gauging 
merchandise.  The  correction  of  the  abuses  alluded  to,  and  the  imposition 
of  storage  charges  on  goods  encumbering  the  wharves,  will,  it  is  believe  1, 
so  dimini^h  the  expenses  of  wharf-owners,  and  increase  their  revenues,  as 
to  reaiove  all  just  complaint  of  inadequate  compensation.  The  commis- 
sioners have  embodied  their  suggestions  in  a  bill  herewith  annexed,  which 
they  submit  for  the  consideration  of  the  legislature. 

The  above  recommendations  are  in  respect  to  the  present  system  of  piers 
and  bulkheads.  If  new  and  improved  wharves  be  erected,  alibrding  greater 
facilities  for  the  landing  and  discharge  of  cargoes,  so  that  time,  so  impor- 
tant an  element  in  business  can  be  saved,  it  is  obvious  that  increased  rates 
may  be  permitted  without  injury  to  commerce.  Thus  if  wet  basins  shall 
be  built  with  warehouses,  into  which  cargoes  may  be  directly  transferred 
from  vessels,  or  if  broad  and  ample  piers  of  stone  shall  be  erected  in  place 
of  the  narrow,  and  oftentimes,  unsafe  structures  that  now  form  the  landing 
places  cf  the  port,  there  can  be  no  question  that  such  increased  fiicilities 
and  acc  ommodation  would  justify  much  higher  rates  than  can  now  be  im- 
posed, or  to  which  the  present  wharves  are  entitled. 

The  advantages  which  wet  basins  properly  arranged  have  over  the  par- 
allel piers  of  the  city,  consist  in  the  gi-eater  safety  of  merchandise  from  pil- 
ferage, protection  from  the  weather,  and  the  transfer  to  adjacent  warehouses, 
without  the  expense  of  cartage.  The  value  of  property  annually  stolen 
from  the  piers  of  New  York,  is  probably  not  less  than  a  million  of  dollars, 
nor  can  the  vigilance  of  the  owners  or  of  the  police,  prevent  these  depre- 
dations, while  merchandise  remains  exposed  on  the  public  highways.  Pre- 
vious to  the  construction  of  basins  in  London,  when  the  commerce  of  that 
port  was  less  than  that  of  New  York,  the  annual  loss  from  theft  on  mer- 
chandise deposited  on  the  quays  was  estimated  at  two  and  a  half  millions 
of  dollars.  But  aside  from  this  loss,  the  expense  of  cartage  forms  a  heavy 
burden,  which,  if  warehouses  were  in  close  proximity  to  vessels  would  be 
lessened.  At  present  the  warehouses  for  the  storage  of  merchandise,  are 
so  far  distant  from  the  piers,  that  it  may  be  safely  assumed  that  the  tax  for 
convey  ance  from  the  vessel  to  the  place  of  deposit  is  fifty  cents  per  ton.  If 
exported,  it  is  again  subjected  to  the  same  tax.  Under  the  warehousing 
system,  which  forms  part  of  the  commercial  regulations  of  the  general  gov- 
ernment, the  city  of  Nev/  York  must  become  the  great  entrepot  of  this 
contijient,  the  distributing  point  fur  th.e  products  of  all  nations  to  every  i)art 
of  America:  hence  a  vast  amount  of  merchandise  will  be  brought  to  this 
harbor,  not  to  be  consumed,  but  to  be  stored  for  a  time  and  then  exported. 
On  this  portion  of  the  commerce,  the  tax  of  cartage  is  a  burden,  which 
might  be  avoided  by  the  construction  of  warehouses  within  the  walls  of  wet 
basins.  Nor  are  the  foregoing  the  only  advantages  derived  from  wet  basins. 
In  those  of  the  great  ports  of  Europe,  provision  is  made  for  the  more  rajjid 
discharge  of  cargoes  than  is  practicable  on  the  piers  of  New  York,  for 
weighing  and  gauging,  furnishing  certificates  of  damage,  unpacking,  marl;- 
ing,  taring,  sorting,  preparing  for  sale,  by  arranging  the  goods  on  exhibi- 
tion, sampling,  repacking,  and  in  all  these  respects  tliere  is  economy,  accu- 
racy, and  despatch.  The  present  form  of  structures  is  well  adapted  for  tl:e 
shipment  and  delivery  of  merchandise,  entering  into  immediate  consump- 


120 


New  York  Harbor  Commission  Reports. 


tion,  but  it  entails  a  heavy  and  needless  tax  upon  such  as  are  warehoused 
or  intended  for  exportation.  It  is  inevitable  that  with  the  increasing  mag- 
nitude of  the  commerce  of  the  port,  the  system  of  wet  basins  must  ultimately 
be  adopted,  and  the  commissioners,  in  the  belief  that  the  interests  of  the 
state  will  be  furthered  by  their  early  construction,  recommend  that  on  their 
establishment,  liberal  charges  may  be  allowed  for  their  use.  The  rates 
established  in  the  London  and  Liverpool  docks,  will  be  found  in  the  Appen- 
dix, marked  O. 

Li  view  of  the  extended  and  increasing  commerce  of  the  port,  the  com- 
missioners are  of  opinion  that  a  board  of  officers  ought  to  be  appointed, 
whose  duties  it  shall  be  to  prevent  the  transgression  of  the  exterior  lines, 
or  the  erection  of  improper  structures  in  its  waters,  and  see  to  the  rigorous 
compliance  with  the  laws  that  may  be  passed  for  the  regulation  of  its  busi- 
ness. The  occaf^ional  acts  of  the  legislature  to  correct  occurring  evils,  and 
the  loose  and  discordant  ordinances  of  the  city  authorities,  form  a  very  in- 
adequate protection  to  these  great  interests.  The  filthy  condition  of  the 
bulkheads  and  piers,  injurious  to  merchandise  placed  on  them,  the  frequent 
instances  in  which  they  are  so  out  of  repair  as  to  be  dangerous  to  life,  the 
conflicting  duties  of  the  state  and  municipal  officers,  the  constant  evasions 
and  violations  of  law,  the  encumbrance  of  the  docks,  where  millions  of 
property  are  daily  handled,  sufficiently  demonstrate  the  necessity  of  a  broad, 
comprehensive  and  consistent  system  of  regulations,  fully  enforced  by  offi- 
cers specially  appointed  for  that  purpose.  Such  a  system  the  co.nmis- 
sioners  believe  will  preserve  the  harbor  from  further  injury,  abate  the  taxes 
on  commerce,  increase  the  revenues  of  wharf-owners,  and  promote  the  de- 
spatch of  business. 

Such  regulations  as  have  been  suggested  to  the  commissioners  by  their 
investigations  are  embodied  in  the  drafts  of  the  acts  herewith  submitted. 
The  first  is  for  the  appointment  of  three  commissioners  by  the  governor 
and  senate,  who,  with  the  mayors  of  the  cities  of  New  York  and  Brook- 
lyn, shall  be  charged  Avith  the  supervision  of  the  harbor,  the  boundaries  of 
which  are  defined  in  the  act.  It  is  proposed  to  invest  the  board  of  com- 
missioners with  exclusive  powers  over  the  harbor,  within  the  jurisdiction 
of  this  state ;  to  abolish  the  offices  of  harbor  and  dock  masters,  and  vest 
in  the  commissioners  the  power  to  appoint  such  number  of  officers  to  dis- 
charge the  duties  of  the  present  harbor  and  dock  masters  as  they  may 
deem  expedient-  Under  the  present  laws,  the  powers  of  the  harbor  mas- 
ters arc  absolute  in  determining  the  berths  of  vessels ;  they  may  at  their 
pleasure  remove  or  displace  ships  engaged  in  lading  or  discharging  ;  they 
liave  command  of  a  vessel  when  in  the  act  of  removal,  and  for  the  time 
have  entire  control  of  her,  so  that  property  for  large  values  is  placed  in 
their  hands.  The  proper  discharge  of  their  responsible  duties  requires  a 
knowledge  of  seamanship,  and  of  the  strength  and  direction  of  the  tides  and 
currents.  Tiie  frequent  change  of  these  officers,  and  in  many  cases,  the 
manner  in  Avhich  the  duties  have  been  discharged^  have  been  the  cause  of 
dissatisfaction  and  complaint  among  the  shipmasters  and  merchants  of  t!:e 
port.  The  dock  masters,  who  liave  charge  of  the  dijcks  owned  by  the 
corporation  of  New  York,  and  who  exercise  the  same  powers  in  respect  to 
those  docks,  are  policemen  detailed  for  that  duty  by  the  captains  of  police. 
It  is  evident  from  the  testimony  submitted  that  there  is  often  conflict  be- 


Neio  York  Harhor  Commission  Reports. 


121 


tween  the  two  classes  of  officers,  and  there  is  reason  to  apprehend  in  some 
instances  that  there  has  been  an  abuse  of  their  powers.  But  aside  from 
these  objections  the  commissioners  are  satisfied  that  the  duties  now  divided 
among  eleven  harbor  masters,  and  an  indefinite  number  of  dock  masters, 
can  be  discharged  to  the  better  satisfaction  of  ship-owners  and  others  in- 
terested by  a  much  less  number  of  officers,  who  shall  be  under  the  person- 
al supervision  and  control  of  the  members  of  a  board  to  whom  complaints 
for  remissness  of  duty  can  at  once  be  made.  Under  the  present  system 
there  is  no  mode  of  obtaining  redress  for  refusal  or  neglect  of  duty,  but  by 
an  appeal  to  the  governor  of  the  state,  which  involves  the  loss  of  time  and 
the  labor  of  obtaining  evidence,  and  which  places  the  complainant  in  the 
invidious  attitude  of  a  prosecutor.  The  fees  wliich  are  paid  to  the  harbor 
masters  by  vessels  entering  the  port,  and  which  amount  to  over  thirty 
thousand  dollars  per  annum,  Avill,  with  the  tines  and  penalties  proposed  to 
be  levied  for  violations  of  law,  constitute  an  ample  fund  for  the  payment 
of  the  commissioners  and  their  employees,  and  probably  leave  a  surplus 
which  may  be  deposited  in  the  treasury  of  the  state,  or  expended  in  the 
improvement  of  the  harbor  under  the  direction  of  the  legislature. 

The  general  duties  of  the  commissioners  Avould  be  to  have  personal  su- 
pervision of  the  harbor,  prevent  the  transgression  of  the  exterior  lines  in 
the  erection  of  docks,  determine  on  the  form  and  manner  of  constructing 
them,  sec  that  they  are  in  good  repair  and  in  proper  condition  for  tl:e  re- 
ception of  merchandis  e,  that  the  lading  and  discharge  of  vessels  shall  be  in 
conformity  with  the  regidations  established,  that  the  officers  exercising  the 
duties  of  harbor  masters  faithfully  perform  their  duties,  to  designate  proper 
anchorage  grounds,  and  compel  the  observance  of  the  laws  which  the 
legislature  may  pass  in  respect  to  the  port  of  New  York. 

That  the  control  of  the  harbor  should  be  committed  to  one  body,  in 
whatever  manner  it  may  be  expedient  to  organize  it,  is  obvious.  The 
inevitable  tendencies  of  a  divided  jurisdiction  are  to  conflicting  regulations 
and  neglected  duties,  or  the  promotion  of  one  or  more  interests  to  the 
injury  of  others.  At  present  the  local  authorities  of  the  several  cities  and 
towns  around  the  harbor,  pass  such  laws  in  respect  to  the  government 
of  the  portions  within  their  several  limits  as  they  deem  proper,  and 
though  the  corporation  of  New  York  may  be  considered  the  custodian  of 
the  port,  the  local  interests  and  rivalries  of  tlie  difi'erent  sections  of  the 
city  lead  to  the  adoption  of  measures  in  conflict  with  the  interests  of  com- 
merce or  of  other  parts  of  the  harbor  which  have  an  equal  claim  to  regard. 
Thus  the  practice  of  dredging  the  slips  and  depositing  their  contents  of 
solid  matter  in  the  two  rivers,  while  it  may  be  of  temporary  beneiit  to  New 
York  is  injurious  to  the  shores  of  Long  and  Staten  islands  and  to  the 
shores  of  New  Jersey.  The  counties  of  Kings,  Queens,  Westchester,  and 
Richmond,  have  an  equal  right  to  the  protection  cf  their  interests  in  the 
harbor  as  the  county  of  New  York,  but  under  the  oresent  regulations  they 
are  virtually  disregarded. 

It  is  a  subject  of  complaint  among  the  merchants  of  New  York,  that  the 
authorities  of  the  city,  under  a  law  of  the  state,  grant  the  use  of  piers  to 
steamboats  and  packet  lines,  to  the  exclusion  therefrom  of  all  other  vessels, 
and  the  practice  is  held  to  be  a  species  of  favoi  itism,  contrary  to  justice 
and  the  general  interests  of  commerce.    It  is  insisted  that  by  these  grants 


122    '        New  Yorh  Harbor  Commission  Beports. 


of  the  exclusive  use  of  piers,  the  grantees  have  an  undue  advantage  over 
other  merchants  in  the  possession  of  the  more  eligible  berths  ;  that  vessels 
occupying  them  can  be  discharged  at  much  less  expense  of  cartage  than 
others  which  are  obliged  to  seek  berths  at  points  distant  from  the  centre  of 
business;  and  that  oftentimes  the  piers  thus  leased  are  but  partially  occu- 
pied, while  vessels  are  lying  in  the  stream,  waiting  at  much  expense  for  an 
opportunity  to  discharge  their  cargoes.  Well  founded  as  these  complaints 
may  be,  it  is  manifest  that  it  would  be  a  cause  of  infinite  embarrassment, 
were  no  special  provisions  made  for  the  accommodation  of  vessels  arriving 
at  stated  periods  in  the  port,  or  if  they  were  compelled  to  seek  berths  in 
different  parts  of  the  two  rivers  every  time  they  entered  the  harbor.  It  is 
probable  that  the  exercise  of  proper  discrimination  in  the  grants  of  exclu- 
sive occupation,  would  allay  the  dissatisfaction  that  has  been  evinced,  and 
this  would  form  one  of  the  appropriate  duties  of  the  board  of  commis- 
sioners. 

/■^  It  will  be  seen  by  reference  to  the  evidence  submitted,  that  the  practice 
of  the  Eastern  steamers  passing  through  the  East  river,  is  subject  of  general 
complamt;  that,  in  the  opinion  of  pilots  and  other  competent  witnesses, 
life  and  property  are  daily  placed  in  jeopardy  by  their  passage  at  high  speed, 
and  that,  if  this  speed  were  lessened  so  as  to  conform  to  the  law,  which  for- 
bids steamers  being  propelled  at  a  higher  rate  than  ten  miles  per  hour,  the 
danger  from  collision  would  probably  be  increased  by  diminishing  the  con- 
trol which  the  captains  have  over  their  vessels,  when  under  a  full  pres^  of 
steam.    Some  of  the  testimony  seems  to  prove  that  the  interests  of  the 

V owners  of  those  vessels  wouid  be  promoted  if  they  were  compelled  by  law 
to  stop  at  the  piers  in  the  eastern  part  of  the  city. 

But  while  there  can  be  no  question  that  the  navigation  of  the  East  river 
would  be  freed  from  one  cause  of  apprehension,  by  the  removal  of  these 
vessels  to  the  place  indicated,  it  may  be  doubted  whether  such  regulations 
would  not  embarrass  the  commerce  which  it  is  the  intention  of  the  state 
to  promote  ;  and  whether  the  merchants  and  others  personally  interested  in* 
the  success  of  these  vessels,  are  not  the  most  competent  to  judge  of  the  ex- 
pediency of  such  removal  It  would  fall  within  the  duties  of  the  proposed 
board  of  commissioners,  to  examine  this  and  kindred  subjects,  and  report 
on  them  to  tlie  legislature. 

The  enforcement  of  the  laws  for  the  government  of  the  harbor,  would 
properly  devolve  on  the  board  of  commissioners.  Under  the  present  sys- 
tem, this  duty,  in  the  city  of  New  York,  is  committed  to  the  superinten- 
dent of  wharves  and  slips,  to  tlie  harbor  and  dock  masters,  and  to  the 
police,  and  is  performed  by  none.  The  wharves  remain  uncleaned,  so  as  to 
be  injurious  to  merchandise,  and  even  detrimental  to  health.  They  are  in 
bad  re[)air.  Cargoes  are  so  carelessly  discharged  as  to  destroy  the  piers  on 
which  they  are  thrown  ;  the  posts  and  liooring  of  the  piers  are  ])ert'orated 
without  i)ermission,  and  without  compensation  ;  vessels  occupy  berths  and 
refuse  to  pay  wharfage ;  merchandise  is  permitted  to  lay  on  the,  [)iers,  in 
some  instances,  for  months;  ballast,  rubbish,  and' the  cinders  of  stoamers, 
are  designedly  thrown  into  tiie  sHps  ;  in  short,  every  regulation  which  has 
bjcn  established,  whether  for  the  preservation  of  the  harbor,  or  for  the  pro- 
tection of  the  merchant  or  the  wharf-owner,  is  disregarded,  and  remains  a 
dead  letter,  from  the  absence  of  a  supervisory  and  controlling  power.  Nor 


New  York  Harbor  Commission  Reports,  123 


are  the  evil  effects  of  this  culpable  negligence  confined  to  the  immediate 
shores  of  New  York.  The  solid  matter,  dredged  ftom  the  slips,  finds  a 
lodgment  on  the  flats  of  ISew  Jersey,  and  the  distant  coves  and  recesses  of 
the  harbor,  impairing  their  usefulness  for  the  accommodation  of  the  in- 
creasing marine  of  the  port,  and  destroying  their  value  as  tidal  reser- 
voirs. 

It  was  suggested  to  the  commissioners,  by  merchants  and  others,  citizens 
of  New  York  and  Brooklyn,  that  the  imminent  danger  to  which  the  health 
of  tiie  cities  and  villages  surrounding  the  harbor,  had  been  exposed  during 
the  past  season,  by  the  presence  of  yellow  fever,  made  it  desirable  that  au- 
thentic information  should  be  obtained  and  laid  before  the  legislature,  in  re- 
gard to  safe  and  convenient  anchorage  grounds  for  vessels  riding  at  quar- 
antine. U'he  commissioners  accordingly  requested  their  advisory  council 
to  examine  and  report  upon  the  several  sites  in  the  harbor,  which  would 
be  suitable  for  such  purposes.  Their  report  is  annexed  marked  E.  It  will 
be  seen  that  they  lay  down  as  necessary  conditions  for  a  safe  anchorage 
ground : 

1.  That  it  must  be  sheltered  from  the  prevailing  winds,  especially  from 
those  of  the  northeast,  prevailing  all  the  year,  and  from  the  northwest, 
chiefly  in  a  winter  wind,  and  from  the  summer  winds  of  the  southwest. 

2.  It  must  not  be  swept  by  violent  currents. 

3.  Nor  by  waves  of  sutficient  violence  to  endanger  the  safety  of  vessels 
riding  at  anchor. 

4.  There  must  be  good  holding  ground  which  implies  that  the  bottom 
must  not  be  hard  sand,  but  must  be  sticky,  composed  of  mud  and  sand,  or 
muddy. 

5.  The  depth  must  be  sufficient  to  prevent  grounding  at  the  lowest  tides, 
or  if  not,  then  the  bottom  must  be  of  soft  mud  to  prevent  injury  from 
grounding. 

6.  It  must  be  out  of  the  way  of  passing  vessels,  and  not  in  the  chan- 
nels or  crowded  thoroughfares  of  commerce  and  navigation. 

7.  It  must  be  so  commodious  that  the  largest  vessels  may  have  room 
to  swing  with  the  greatest  scope  of  cable  ever  allowed,  and  contain  suffi- 
cient space  for  the  largest  number  of  vessels  which  may  be  expected  to  be 
at  one  time  in  quarantine. 

There  is  no  part  of  the  harbor  m  which  all  these  conditions  are  fulfilled, 
so  well  as  at  the  Horseshoe  on  the  westerly  side  of  Sandy  Hook.  That 
site,  the  advisory  council  regard  as  admirably  fitted  for  the  purposes  of  a 
quarantine  for  vessels.  There  is  24  feet  water  well  in  behind  the  Hook  and 
12  I'eet  close  into  the  Horseshoe.  Tins  space  is  sheltered  from  all  easterly 
winds  and  from  the  southwest  winds,  but  is  exposed  to  the  full  sweep  of 
the  north  and  northwest  winds.  It  is  not  usually  swept  by  currents  of 
great  force,  and  probably  never  by  violent  currents.  It  is  protected  from 
the  greatest  violence  of'the  waves,  and  though  at  times  a  rough  anchorage, 
is  always  with  due  care  and  precaution  a  safe  one.  The  advisory  council, 
in  the  conclusion  of  their  report,  referring  to  this  site,  say  that  "its  safety, 
its  commodiousness,  its  safe  distance  from  the  city  and  thickly  populated 
portions  of  the  shores,  render  it  in  our  judgment  the  most  suitable  place  for 
the  quarantine  which  can  be  found  in  the  bay  or  harbor  and  New  York." 

Without  entering  upon  an  examination  of  the  question  whether  a  proper 


124 


Neio  York  Harbor  Commissiom  Reports. 


regard  for  the  preservation  of  the  health  of  the  populous  cities  and  villages 
on  the  East  and  Hudson  rivers  and  the  bay  of  New  York,  requires  the 
removal  of  the  quarantine  establishment  from  Staten  Island,  it  may  be 
stated  that  the  rapid  increase  of  the  commerce  of  the  port  has  very  greatly 
enhanced  the  danger  of  ihe  importation  of  yellow  fever.  Its  presence  has, 
indee  I,  become  inevitable.  Every  year  there  are  more  or  less  cases  brought 
into  the  harbor,  and  with  the  more  frequent  and  intimate  communication 
with  the  West  India  Islands,  the  number  must  increase.  The  present  quar- 
antine is  the  Narrows,  which  is  about  two  miles  wide.  On  either  shore 
there  is  a  dense  population.  The  roadstead  is  the  pathway  for  ve-sels 
going  out  of,  or  coming  into  port,  and  it  is  traversed  by  ferry-boats  every 
hour  of  the  day.  That  there  is  danger  from  the  close  contiguity  of  the  In- 
fected vessels  to  the  shore  will  hardly  be  denied.  On  the  other  hand,  an 
ill-arranged  or  an  inconvenient  quarantine  will  entail  very  serious  conse- 
quences upon  the  commerce  of  the  port,  by  multiplying  expenses,  by  the 
loss  of  time,  and  by  the  injury,  and  oftentimes,  the  destruction  of  cargoes. 

With  the  enlarged  commerce  of  the  maritime  states  of  Europe  and  this 
country,  there  has  been  a  uniform  tendency  to  the  increase  of  the  dimen- 
sions of  vessels.  Thirty  years  since  the  tonnage  of  ships  in  the  United 
States  rarely  exceeded  six  hundred  tons,  and  with  the  exception  of  the  East 
India  Company's  ships,  which  were  from  twelve  to  fifteen  hundred  tons, 
there  were  few  in  Europe,  engaged  in  commerce,  exceeding  one  thousand 
tons  burden.  The  usual  tonnage  of  vessels  now  built  for  the  California 
and  China  trade  varies  from  eighteen  hundred  to  twenty-five  hundred  tons, 
and  the  steamers  trading  between  New  York  and  Europe  are  from  three  to 
five  thousand  tons.  Tliere  is  reason  to  believe  that  the  maximum  tonnage 
of  sailing  vessels  has  been  attained  ;  but  it  is  probable,  from  the  annually 
increasing  commerce,  and  the  more  intimate  relations  between  the  distant 
parts  of  the  globe,  that  the  dimensions  of  steamers  will  be  further  enlarged. 
A  steamer  of  ten  thousand  tons  is  now  being  constructed  in  England.  The 
advantages  which  steamers  possess  over  sailing  vessels  in  the  certainty  of 
their  arrival  at  a  given  time,  and  in  their  greater  average  speed,  will  secure 
to  them  the  conveyance  of  passengers,  and  valuable  freights,  while  the  ratio 
of  the  expense  of  sailing  them  is  diminished  in  proportion  to  their  increased 
size. 

The  draught  of  a  vessel  of  2,000  tons,  laden  with  a  full  cargo  is  from 
nineteen  to  twenty-one  feet ;  of  a  steamer  of  5,000  tons,  from  twenty- 
three  to  twenty-four  feet,  and  that  of  the  English  steamer  referred  to,  it  is 
estimated,  will  be  twenty-eight  feet.  The  depth  of  water  at  Sandy  Hook 
bar  is  twenty-three  and  one  half  feet  at  low  water,  and  it  is  not  safe  for  a 
vessel  drawing  twenty-three  feet  to  go  to  sea,  except  at  half  or  full  tide. 
The  capacity  of  the  harbor  of  New  York  for  the  admittance  of  vessels  at 
all  states  of  the  tides  has  thus  been  reached,  and  a  vessel  is  about  to  be 
launched,  which  in  the  present  condition  of  the  approaches  from  sea,  ciin- 
not  at  any  state  of  the  tides  enter  the  port. 

But  the  state  fortunately  possesses  an  entrance  which,  though  hitherto 
neglected,  is  adequate  when  improved,  for  the  admittance  of  vessels  of  the 
greatest  magnitude:  The  passage  through  Hellgate  may  be  made  as  safe 
as  that  of  Sandy  Hook.  The  improvement  of  this  important  channel  has 
frequently  engaged  the  attention  of  the  merchants  and  shipmasters  of  New 


Neiu  York  Harhor  Commission  Reports,  125 


York,  and  been  brought  to  the  consideration  of  Congress,  but  nothing  has 
been  done  by  the  federal  government  beyond  making  a  small  appropriation 
for  the  removal  of  the  most  dangerous  obstruction. 

In  1848,  Professor  liache,  on  the  application  of  the  chamber  of  com- 
merce of  New  York,  caused  a  careful  examination  to  be  made  of  the  ob- 
structions to  the  navigation  of  Ilellgatc.  the  results  of  which  were  embodied 
in  a  report  made  by  Lieut.  C.  H.  Davis,  of  the  United  States  navy.  A 
further  examination  was  made  by  Lieut.  Porter,  of  the  navy,  in  the 
autumn  of  that  year.  The  reports  of  these  officers  are  contained  in  the 
Appendix  to  the  commissioners'  report  to  the  legislature,  on  the  8th  of 
January  last.  During  the  past  season  a  further  and  minute  examination 
of  the  passage  has  been  made  by  Lieut.  Craven,  of  the  United  Sates  navy, 
and  a  report  upon  the  obstacles  which  exist  and  upon  the  proper  mode  of 
removing  them  has  been  prepared  by  the  advisory  council  of  the  com- 
missioners, which  is  herewith  submitted,  marked  F.  The  report  is  a  m^is- 
terly  exposition  of  the  difficulties  and  dangers  of  the  passage,  and  affords 
conclusive  proof  that  the  remedies  suggested  will  be  appropriate  and 
effective. 

The  perils  of  Hellgate  are  crowded  into  an  area  of  about  two  thousand 
yards,  and  consist  of  two  descriptions,  rocks  and  currents.  Of  the  former, 
the  more  formidable  are  three,  which  are  called  Pot  rock,  Fryingpan, 
and  Way's  reef  They  lie  directly  in  the  channel,  but  surrounded  by 
deep  water,  they  can  be  scattered,  by  blasting,  without  injury  to  naviga- 
tion. The  presence  of  these  rocks  though  they  are  not  the  sole  cause  of 
the  eddies  and  counter  currents,  accelerate  their  velocity,  and  increase  the 
danger  of  vessels  being  thrown  on  the  shores.  If  the  rocks  were  removed, 
the  risk  would  be  materially  diminished.  The  furious  speed  of  the  currents 
is  caused,  in  part,  by  the  rocks  mentioned,  but  chiefly  by  the  uneven  char- 
acter of  the  bottom,  and  the  abrupt  changes  in  the  direction  of  the  shores. 

In  some  places,  the  depth  of  the  water  is  one  hundred  and  fifteen  feet, 
in  others  it  is  comparatively  shallow  ;  and  there  are,  in  the  distance  of  one 
thousand  yards,  two  sharp  turns  in  the  shores  ;  one,  at  an  angle  of  one 
handred  and  eleven  degrees,  the  other,  of  one  hundred  and  two  degrees. 
Insulated  rocks  of  different  sizes  rise  above  the  surface,  dividing  the  stream 
into  several  parts,  and  adding  to  the  violence  and  impetuosity,  caused  by 
the  general  irregularities  of  the  bottom.  Westward  of  Pot  rock,  the  ebb 
separates  into  three  divisions,  which  reunite  on  the  south  and  west  of 
Flood  and  Mill  rocks,  and  are  again  divided  into  two  branches,  passing 
smoothly  on  either  side  of  Blackwell's  island. 

At  the  first  of  these  divisions  there  is  a  reef  called  the  Gridiron,  and  in 
the  second,  a  projecting  spur  of  Blackwell's  island,  called  the  ]5read-and- 
cheese ;  on  both  of  which  the  currents  set  with  great  force.  There  are 
also  two  other  spots  which  the  council  recommend  to  be  pointed  out  in  the 
most  distinct  manner.  They  arc  the  Hog's  Back,  and  Rhinelander's  reef. 
The  corrections  which  the  advisory  council  propose,  are: 

1.  The  removal,  by  blasting,  of  Pot  rock,  Fryingpan,  and  Way's 
reef. 

2.  The  construction  of  sea-walls,  with  timber  facings,  on  the  Gridiron, 
Hog's  Back,  and  Bread -and-cheese. 

3.  The  erection  of  a  stone  beacon,  on  Rhinelander's  reef. 


126 


New  York  Harbor  Commission  Bejoorts. 


4.  The  enclosure  of  the  channel  between  Bread-and-cheese  and  Black- 
well's  island. 

Hellgate,  thus  improved,  will,  in  the  opinion  of  the  council,  be  a  better 
approach  from  the  sea  than  that  of  Philadelphia,  of  Baltimore,  or  Liver- 
pool. Steamers  of  the  largest  class  may  then  enter  Long  Island  sound, 
which  is  land-locked  and  Avell  lighted,  and  pass  through  the  Grate  with 
perfect  safety,  in  more  than  thirty  feet  water. 

In  respect  to  the  present  dangers  of  the  passage,  Lieut.  Porter,  in  his  re- 
port, remarks  :  "  In  a  place  wliere  the  interests  of  so  many  are  at  stake, 
the  want  of  attention  to  the  navigation  of  Hellgate  appears  like  culpable 
neglect.  No  one  can  form  an  idea  of  the  number  of  vessels  that  go  on 
shore  during  the  course  of  a  month.  Fifty  went  on  shore  during  the  period 
I  was  occupied  there  (two  months),  and  many  of  them  were  much  injured. 
I  am  convinced  that  if  proper  measures  were  .taken  to  protect  the  commer- 
cial interests  of  this  great  city,  by  blasting  the  rocks  and  docking  in,  as  pro- 
posed by  Lieut.  Davis,  not  one  vessel  would  be  lost  in  five  years." — [Lieut. 
Porter's  report,  1848.] 

And  the  advisory  council  in  their  report,  herewith  submitted,  comment- 
ing upon  the  perils  of  the  Gate,  add,  ''If  another  accident  should  occur 
like  that  of  the  Oregon,  in  the  winter  of  18-4  7-48,  and  if,  instead  of  hang- 
ing by  the  keel,  as  she  di;l,  the  boat  filled  with  passengers  should  slip  off 
into  deep  water,  the  frightful  consequences  would  make  our  language  ap- 
pear tame  and  cold.  If  such  an  event  should  occur  at  any  period  of  the 
tide,  except  half  an  hour  before  and  after  slackwater,  even  if  it  were  broad 
day,  and  a  hundred  boats  were  ready  to  go  to  the  assistance  of  passengers, 
the  loss  of  life  owing  to  individual  helplessness  and  to  the  boats  being  un- 
manageable in  so  rapid  a  current,  would  be  fearful.  We  are  fully  aware 
of  the  advantages  of  steam  as  a -motive  power,  and  we  are  acquainted  with 
the  consummate  skill  of  our  pilots,  still  we  live  in  the  constant  apprehen- 
sion that  the  navigation  of  Hellgate  will  be  characterized  by  some  terrible 
calamity." 

The  Constitution  devolves  upon  the  federal  government,  the  power  to 
remove  these  dangerous  impediments  to  commerce.  The  merchants  of  New 
York  have  repeatedly  addressed  memorials  to  Congress,  setting  forth  the 
perils  to  which  life  and  property  are  subjected  in  passing  through  the  Gate, 
but  they  have  filled  to  produce  any  action.  Tlie  commissioners,  during 
the  last  session  of  Congress,  addressed  a  letter  to  Mr.  Seward,  one  of  the 
Senators  from  this  state,  a  member  of  the  committee  on  commerce,  in 
which  they  requested  him  to  bring  the  subject  before  the  Senate.  A  copy 
of  their  letter  is  herewith  submitted,  marked  G.  A  bill  making  an  appro- 
priation for  the  improvement  of  Hellgate,  passed  that  body  but  was  not 
acted  upon  by  the  House  of  Representatives.  If  the  general  government 
shall  continue  to  neglect  the  duty  incumbent  on  it,  the  commissioners  ear- 
nestly recommend  that  the  state  shall  assume  it.  The  commercial  inter- 
ests of  the  state  and  a  just  regard  for  the  lives  and  property  of  ils  citizens, 
require  that  the  passage  should  be  freed  from  the  obstructions  which  invest 
it.  The  measures  proposed  by  the  advisory  council  are  simple,  and  it  is 
believed  will  be  eihcient.  Tiiey  involve  the  expenditure  of  a  sum  trifling 
in  comparison  with  the  amount  of  property  that  is  daily  placed  in  jeopardy. 

Harlem  river,  an  important  but  neglected  passage  between  the  Hudson 


Neio  Yorh  'Harhor  Commission  Bejpoj^ts,  127 

and  East  rivers,  is  capable  of  conversion  into  a  navigable  stream  for  sloops 
and  s?hooncrfe,  engaged  in  the  trade  between  the  city  of  Albany  and  other 
towns  on  the  Hudson,  and  the  ports  of  the  Eastern  states.  The  amount 
of  tonnage  sailing  from  Albany  for  Eastern  ports  during  the  past  year  was 
about  50,000  tons,  and  it  is  believed  the  tonnage  from  Kingston  for  the 
same  ports  is  much  greater.  If  Ilurlem  river  were  made  navigable,  the 
long  detour  around  the  city  of  twenty  miles,  and  the  dangerous  passage  of 
Hellgate,  would  be  in  part  avoided  by  those  vessels,  and  the  formidable 
competition  which  they  have  to  maintain  with  tlie  railroads  of  Massachu- 
setts, be  somewhat  reduced.  The  improvement  of  the  river  would  materi- 
allv  beneBt  the  adjacent  counties  of  New  York  and  Westchester,  and  afford 
numerous  sites  for  those  mechanical  pursuits  which  require  large  areas  of 
ground  on  navigable  waters,  and  which  can  with  difficulty  be  obtained  on 
the  crowded  shores  of  the  East  or  Hudson  rivers,  and  only  at  great  cost. 
To  the  city  of  New  York  the  improvement  of  Harlem  river  is  of  much  and 
increasing  importance.  The  upper  parts  of  tlie  city  are  separated  from  the 
Hudson  by  the  high  lands  on  the  margin  of  the  river,  extending  from  Man- 
hattanville  to  King's  bridge,  a  distance  of  six  miles.  The  citizens  living  in 
those  parts  of  the  city  have  no  other  mode  of  procuring  building  materials, 
coal  and  other  necessary  and  bulky  articles,  than  by  transporting  them  by  land 
for  long  distances.  If  Harlem  river  were  opened  they  could  be  landed  in 
their  immediate  neighborhood.  To  Westchester  county  the  improvement 
would  be  of  great  benefit  by  giving  a  long  stretch  of  shore  line  and  an  approach 
to  a  district  of  country  now  entirely  excluded  from  water  communication. 

The  advisory  council  in  their  report,  marked  H,  have  given  a  detailed 
description  of  the  stream  and  of  the  obstructions  to  its  navigation. 

The  obstructions  consist  of,  first,  the  mud  deposited  in  the  stream,  which 
can  be  readily  removed  by  the  ordinary  dredging  machines.  At  the  en- 
trance to  Harlem  river  there  are  the  remains  of  the  piers  of  a  bridge, 
which  formerly  connected  Manhattan  and  Ward's  islands.  They  consist 
of  small  stones,  shoaling  the  water  to  nine  feet.  The  cost  of  their  re- 
moval will  be  triflir.g.  The  next  obstruction  is  a  bridge  erected  by  the 
Harlem  railroad  company,  but  the  use  of  which  is  abandoned  for  a  more 
commodious  structure.  Macomb's  dam  is  the  most  objectionable  artificial 
obstruction  in  the  river.  It  was  erected  under  an  act  of  the  legislature  in 
1813,  which  provided  that  the  grantees  might  construct  a  dam  between 
certain  points  with  an  opening  in  the  centre  of  sufficient  width  to  allow 
the  water  to  pass  freely  through,  ajid  so  as  to  admit  of  the  free  passage  of 
boats  and  vessels  accustomed  to  navigate  the  river.  These  conditions  were 
not  observed  by  the  gi'antees  in  the  erection  of  the  dam.  In  1839,  several 
citizens  of  Westchester  county,  in  order  to  make  an  opening  for  the  pas- 
sage of  such  craft  as  could  ascend  tlie  river  to,  but  would  be  arrested  at 
that  point,  forcibly  removed  a  portion  of  the  dam.  They  were  prosecuted 
by  the  heirs  of  the  grantees,  and  the  cause  was  carried  from  the  supcx'-ior 
court  of  New  York  to  the  supreme  court  and  the  court  for  th*^  correction 
of  errors.  At  each  of  these  tribunals  it  Avas  decided  that  the  dam  was  a 
public  nuisance,  bnt  no  further  attempts  haveb^en  made  to  abate  it.  In 
its  present  condition,  it  forms  a  very  serious  impediment  to  the  navigation 
of  the  river  and  the  flow  of  the  tides,  and  ought  to  be  removed.  Hadley's 
bridge  and  King's  bridge,  present  formidable  obstacles  to  the  flow  of  the 


128  New  York  Harbor  Commission  Reports, 


tides,  but  from  the  shoal  water  and  rocky  bottom  of  tlie  river  between 
those  bridges,  it  will  probably  be  found  expedient  to  adopt  the  suggestion 
of  the  advisory  council,  and  construct  a  short  canal  so  as  to  avoid  the  ex- 
pensive process  of  blasting  under  water.  Immediately  east  of  H-idley's 
bridge  a  creek  sets  up  through  a  marsh  and  approaches  to  within  five  hun- 
dred feet  of  the  head  of  a  creek  which  empties  into  the  Spuyten  Dnyvil, 
on  the  west  side  of  King's  bridge.  The  construction  of  a  canal  of  one 
hundred  feet  wide  and  ten  feet  deep,  to  connect  these  creeks,  will  require 
the  blasting  of  about  23,000  cubic  yards  of  marble. 

In  1827,  the  legislature  passed  an  act  incorporating  the  Harlem  canal 
company,  to  construct  a  canal  from  Spuyten  Duyvil  creek  to  Plarlem  river, 
provided  the  work  should  be  completed  in  two  years.  In  1^29,  the  time 
for  completion  was  further  extended,  and  in  1836,  another  act  was  passed, 
granting  five  years  for  the  construction  of  the  work.  The  chief  object 
which  the  corporators  had  in  view,  was  to  obtain  access  by  water  to  the 
marble  quarries  in  the  vicinity  ;  but  the  marble  being  found  inferior  to  its 
supposed  quality,  the  enterprise  was  abandoned.  There  can  be  little 
doubt  that  if  tlie  remaining  obstructions  were  removed,  private  citizens 
would  readily  construct  the  canal,  if  permitted  to  impose  a  toll  on  vessels 
passing  through  ;  but,  in  the  opinion  of  the  commissioners,  the  navigation 
of  the  river  ought  to  be  as  free  as  the  great  highways  of  the  Hudson  and 
East  rivers. 

The  commissioners  are  required,  by  the  act  of  March  30,  1855,  to  as- 
certain whether  any  grants  already  made  by  the  legislature,  or  the  com- 
missioners of  the  land  office,  or  the  common  councd  of  the  city  of  New 
York,  for  the  filling  up  of  any  of  the  land  under  water,  will,  if  executed, 
impair  or  obstruct  the  navigation  of  the  harbor  :  also,  to  have  prepared, 
and  submit  with  their  report,  the  lines  of  any  grants  of  land  under  water  in 
.the  harbor  which  Iiave  not  been  occupied,  and  the  original  shore  line,  as  far 
as  can  be  ascertained.  They  are  further  directed  to  inquire  and  report 
upon  the  propriety  of  laying  out,  on  the  East  river,  a  street  on  the  perma- 
nent water  line  in  the  city  of  Bropklyn,  to  be  called  West  street ;  and 
upon  the  power,  practicability,  and  utility  of  establishing  a  boundary  line 
between  the  counties  of  Kinss,  Queens,  and  New  York,  in  the  East 
river. 

The  ascertainment  of  the  several  grants  of  land  under  water,  which,  if 
executed,  would  impair  or  obstrutJt  the  navigation  of  the  harbor,  and  of 
those  which  have  not  been  occupied,  required  the  collation  of  all  the  grants 
on  record,  whether  made  by  the  colonial  or  state  authorities,  or  by  the  cor- 
poration of  the  city  of  New  Y^'ork.  It  is  a  work  of  great  labor,  and  will 
require  the  whole  of  the  present  winter  to  complete  it.  The  plotting  of 
the  grants  has  been  committed  to  Edmund  Blunt,  Esq.,  of  the  United 
States  coast  survey.  His  thorough  acquaintance  with  the  localities  of  the 
harbor,  and  his  unwearied  perseverance,  eminently  qualify  him  for  the 
laborious  task. 

In  this  connection  it  is  the  duty  of  the  commissioners  to  direct  the  at- 
tention of  the  legislature  to  the  occupation  of  large  areas  of  land,  for 
which  no  grants  have  been  made,  and  the  title  to 'which  is  in  the  people  of 
the  state.  The  several  grants  which  were  made  by  the  colonial  govern- 
ment and  those  which  have  been  made  by  the  state  to  the  city  of  New 


New  York  Harhor  Commission  Beport. 


129 


York,  are  set  forth  in  the  report  of  the  comniis.-ioncrs  of  the  Gth  of  Jan- 
uary last.  They  comprise,  besides  others,  a  continuous  belt  around  the 
city,  of  the  lands  under  Avater,  for  400  feet  from  Spuyten  Duyvil  creek  to 
the  entrance  of  Harlem  river.  Tlu  corporation  was  autliorized  to  lill  up 
and  layout  in  streets  that  portion  of  the  grants  south  of  about  Cliarlton 
street  on  the  Hudson  river  to  tlie  l>attery,  and  frt;m  the  IJatlery  to  Houston 
street  on  the  East  river,  but  beyond  tlu  400  feet,  the  power  to  fill  up  was 
in  no  instance  granted,  except,  incidentally,  under  the  act  of  1798,  at  oc- 
casional points.  In  that  year  the  corporation  addressed  a  memorial  to  the 
legislature,  in  which  they  stated,  among  other  reasons,  that  on  account  of 
the  curves  and  otherwise  irregular  state  of  the  shore  at  low-water  mark  in 
the  East  and  North  rivers,  at  the  time  of  the  making  of  the  grants  of 
their  predecessors,  such  grants  were  deemed  to  extend  to  unequal  distances 
in  both  rivers,  which  occasioned  difficulties  in  making  the  permanent 
streets  thereon  regular  ;  they  had  laid  out  a  permanent  street  on  the  East 
river,  called  South  street,  and  on  the  North  or  Hudson  river,  called  West 
street,  and  they  prayed  the  legislature  that  such  powers  should  be  con- 
ferred as  should  be  proper  to  remove  the  difficulties  stated  in  their  memo- 
rial. The  legislature,  accordingly,  by  the  act  of  1708,  and  subsequently 
by  the  acts  of  1801  and  3  813,  recognized  and  confirmed  South  and  West 
streets  as  the  permanent  exterior  streets  of  the  city.  Bnt  contrary  to  the 
several  acts,  virtually  forbidding  the  filling  up  the  waters  of  the  port  be- 
yond the  streets  mentioned,  the  corporation  of  New  York  has  authorized 
or  permitted  the  deposit  of  earth  in  tiie  Hudson  river  between  the  termi- 
nation of  Dey  and  Vesey  streets  for  about  435  feet  in  depth,  and  480  feet 
in  width,  west  of  AVest  street,  and  thus  deprived  the  port  of  dock  accom- 
modation in  the  centre  of  business  for  thirty  thousand  tons  of  shipping. 
The  title  to  this  land,  the  area  of  which  is  about  ninety  building  lots, 
worth  at  least  five  hundred  thousand  dollars,  is  in  the  people  of  the  state, 
and  such  disposition  may  be  made  of  it  as  the  legi^Liture  shall  deem  ex- 
pedient. 

On  the  East  river,  between  Thirteenth  and  Eighteenth  streets,  tlie  ripa- 
rian ownei^  have  filled  in  beyond  the  cession  of  the  four  hundred  feet  to  the 
city,  and  beyond  the  exterior  street  established  by  the  legislature.  Tlie 
commissioners,  in  their  report  of  January  last,  at  pages  34-5,  related  the 
action  of  the  legislature  and  of  the  common  council  of  New  York  i:i  re- 
spect to  the  shore  of  that  section  of  the  city,  to  which  they  respectfully 
refei-.  It  will  be  seen  that  a  large  portion  of  the  area  filled  belongs  to  the 
people  of  the  state.  It  is  of  great  value,  and  the  commissioners  suggest 
that  the  legislature  shall,  by  the  prompt  and  uncompromising  assertion  of 
the  rights  of  the  state,  recover,  as  well  the  property  which  rightfully  be- 
longs to  it,  as  prevent  the  further  invasion  of  the  harbor  by  illegal  erec- 
tions in  its  waters. 

The  necessity  of  describing  exterior  lines  on  the  shores  of  the  harbor, 
and  of  imposing  severe  penalties  for  their  transgression,  has  been  recently 
demonstrated  by  the  action  of  the  corporation  of  New  Y'ork.  In  direct 
violation  of  the  act  of  1807,  which  made  the  map  of  the  commissioners 
then  appointed  io  lay  out  the  city,  final  and  conclusive  ;  in  face  of  the  uni- 
form practice  of  the  city  authorities  to  apply  to  the  legislature  for  pe 'mii- 
sion  to  vary  the  plan  of  the  city,  Avhen  deemed  desirable  ;  and,  notwith- 

9 


130  New  York  Harbor  Commission  Reports. 


standing  the  provisions  of  the  act  of  March  20,  1855,  which  in  express 
terms  forbid  the  grant  of  lands  under  water,  until  the  further  direction  of 
the  legislature,  the  common  council,  in  December  last,  l;iid  down  an  oxte- 
lior  line  from  Rivington  to  Thirty-eighth  street,  East  river,  far  beyond  tho 
limits  assigned  by  the  legislature,  and  authorized  and  directed  the  owners 
f»f  the  adjacent  uplands  to  fill  in  to  ihc  lino  designated,  by  the  1st  of  Jan- 
uary, 18  ';0.  Nor  was  the  ordinance  ))assed  in  ignorance,  either  of  the 
provisions  of  law,  or  the  destructive  effects  which  its  fulfilment  would 
have  upon  the  navigation  of  the  river,  but  in  disregard  of  both.  The 
commissioners,  immediately  after  the  passage  of  the  ordinance,  through 
the  board  of  comicilmcn,  addressed  a  letter  to  the  mayor,  setting  forth  the 
consequences  which  would  ensue  if  it  were  carried  into  effect.  A  copy  of 
that  letter,  and  of  the  ordinance,  is  herewith  annexed,  marked  I  and  J. 
They  also  appeared  before  a  committee  of  the' board  of  aldermen,  and  re- 
monstrated against  the  adoption  of  the  measure,  because  of  the  proposed 
unlawful  invasion  of  the  property  of  the  state,  and  its  ruinous  effects  on 
the  navigation  of  the  river.  It  was,  notwithstanding,  adopted  by  both 
boards,  and  approved  by  the  mayor.  The  line  of  solid  filling  is,  at  the 
point  of  widest  divergence,  nine  hundred  and  four  feet  exterior  to  the  bulk- 
head line,  and  five  hundred  and  sixty-eight  feet  exterior  to  the  pierhead 
line  of  the  commissioners.  The  space  between  the  reef  of  rocks  running 
from  the  touth  end  of  Blackwell's  island,  and  the  pierhead  line  of  the 
comaiissioncrs,  is  ten  hundred  and  one  feet. 

By  the  ordinance,  the  space  between  the  line  of  solid  filling  and  the  reef 
is  reduced  to  five  hundred  and  eighteen  feet.  The  construction  of  piers  of 
the  ordinary  length  would  entirely  destroy  the  navigation  of  the  main  or 
west  branch  of  the  East  river,  between  Manhattan  and  Blackwell's  islands. 
From  Thirty-eighth  to  Eighty-sixth  street,  the  shore  of  New  York  is  precipit- 
ous, sinking  abruptly  to  sixty  feet  water,  and  the  channel  Tay  is  so  narrow 
as  to  forbid  the  projection  of  piers.  If,  then,  the  line  of  solid  filling, 
adopted  by  the  corporation,  were  recognized  and  agreed  to,  there  would  be 
a  reach  of  four  miles,  without  any  adequate  accommodation  for  vessels. 
The  time  is  near  at  hand  when,  from  the  crowded  condition  of  the  East 
river,  it  will  be  dangerous  for  the  sound  steamers  to  pass  to  and  from  their 
present  landings,  in  the  lower  part  of  the  city.  Even  noAv,  this  passage  is 
viewed  with  apprehension.  When  the  number  of  ferries  to  Long  Island 
shall  be  increased,  a  regard  for  human  life  will  demand  that  these  large  ves- 
sels shall  land  and  depart  from  above  Fourteenth  street.  If  the  plan  of  a 
continuous  bulkhead  from  that  point  to  Thirty-eighth  street  be  adopted,  and 
the  interior  water  area  be  filled  up,  there  will  be  no  other  mode  of  provid- 
ing for  the  reception  of  vessels  than  by  imitating  the  example  of  London ; 
that  of  excavating  land  laid  out  in  streets,  and  covered  with  houses  and 
churches,  and  so  restoring  to  the  harbor,  the  water  room  of  which  it  is  pro- 
posed,  by  the  city  authorities,  to  deprive  it.  And  aside  from  the  foregoing 
objections  to  the  proposed  line  of  the  corporation,  tlie  deprivation  of  the 
space  as  a  tidal  reservoir,  and  an  anchorage  ground,  would  be  a  serious 
evil.  To  pass  through  Hellgate,  it  is  necessary  to  take  the  flood,  and  it 
daily  happens  that  vessels  arrive  from  the  North  river  after  the  commence- 
ment of  the  ebb,  when  they  are  obliged  to  anchor,  and  wait  for  the  recur- 
rence of  the  flood  tide.  If  the  river  were  narrowed,  the  anchorage  ground 
woulil,  i  i  a  great  measure,  be  destroyed. 


t 


New  York  Harbor^  Commission  Reports.  131 

The  propriety  of  laying  out  on  the  East  river,  a  street  on  tne  permanent 
water  line,  in  the  city  of  Brooklyn,  to  be  called  West  street,  has  been  con- 
sidered by  the  commissioners  They  advertised  in  the  public  papers  of 
Brooklyn  and  New  York,  that  they  were  prepared  to  hear  testimony  in 
favor  of  and  against  the  establishment  of  such  street.  Several  persons, 
residents  of  Brooklyn,  appeared  before  them  at  the  time  indicated,  but  all 
were  opposed  to  the  project.  Subsequently  a  communication  in  favor  of 
and  a  remonstrance  against  the  proposed  street,  were  received,  both  of 
which  are  signed  by  numerous  citizens  of  Brooklyn.  They  form  part  of 
the  Appendix  to  this  report,  marked  K  and  L. 

After  a  careful  examination  of  the  subject,  the  commissioners  arc  of 
opinion  that  there  is  no  overruling  public  necessity  for  a  street  on  the  water 
line,  and  that  the  construction  of  such  a  street  on  the  irregular  water-front 
of  the  city,  would  be  detrimental  to  commerce,  by  abridging  the  length  of 
the  piers  and  diminishing  the  accommodation  for  shipping,  and  by  the  de- 
struction of  many  valuable  and  spacious  warehouses.  The  commissioners, 
therefore,  report  against  the  propriety  of  laying  out  the  proposed  street. 
They  are  of  opinion,  however,  that,  wherever  practicable,  the  streets  and 
avenues  of  the  city  should  be  extended  to  the  shore  of  the  river,  and  they 
recommend  that  the  common  council  of  Brooklyn  be  vested  with  the  po^ver 
of  extending  the  streets  of  that  city  to  the  river,  when  they  shall  deem 
such  extension  expedient. 

In  respect  to  the  power  and  practicability  of  laying  down  a  boundary  line 
between  the  counties  of  Kings,  Queens,  and  New  York,  in  the  East  river, 
a  majority  of  the  commissioners  are  of  opinion,  that  the  legislature  is  com- 
petent to  describe  such  a  line,  and  that  it  could  be  readily  determined  by 
means  of  buoys,  or  if  near  the  shore,  by  fixed  monuments,  but  they  liave 
failed  to  perceive  the  utility  of  its  establishment.  The  description  of  the 
boundaries  of  the  several  counties  and  towns  of  the  state,  is  vague  and  in- 
definite, and  ought  to  be  revised,  but  aside  from  this  common  defect,  there 
appears  to  be  none  in  the  counties  referred  to,  requiring  the  special  inter- 
vention of  the  legislature. 

In  their  report  of  the  8th  of  January,  the  commissioners  describea  and 
recommended  for  adoption,  exterior  lines  from  Hammond  street,  on  the 
Hudson  river,  to  Corlaer's  Hook,  on  the  East  river,  in  the  city  of  New 
York,  and  from  the  U.  S.  navyyard,  to  Harrison  street,  in  the  city  of 
Brooklyn.  They  also  indicated  the  views  of  a  majority  of  the  board  in  re- 
spect to  suitable  lines  between  Corlaer's  Hook  and  Eighteenth  street,  in 
the  city  of  New  York,  and  for  the  water-front  of  Williamsburgh  ;  but  as 
they  failed  to  receive  the  assent  of  all  the  commissioners,  they  were  reserved 
for  further  consideration.  On  the  29th  of  January,  the  commissioners  re- 
ported lines  for  these  sections.  Tlie  area  between  Corlaer's  Hook  and 
Eighteenth,  and  between  Eighteenth  and  Tiiirty-eighth  streets,  had  been 
the  subject  of  prolonged  examination. 

The  bulkhead  between  Thirteenth  and  Eighteenth  streets,  before  referred 
to,  though  erected  without  authority  of  law,  and  on  land  which  was  owned 
by  the  state,  was  so  costly  a  structure,  that  a  majority  of  the  commissioners 
were  reluctant  to  recommend  its  demolition  ;  while  the  serious  injury  that 
it  inflicted  on  the  harbor,  by  the  disturbance  of  the  currents,  required 
ei+her  its  partial  removjil,  or  such  an  arrangement  of  the  adjacent  docks  as 


132  'New  York  Harhor  Commission  Beioorts. 


would  restore,  in  some  degree,  tlie  natural  regimen  of  that  part  of  the 
river.  For  this  purpose,  it  was  proposed  that  a  continuous  wall,  sweeping 
in  a  gentle  curve,  from  the  northeast  corner  of  the  bulkhead  to  Thirty- 
eighth  street,  should  be  erected,  and  that  the  interior  area  to  the  present 
shore  should  be  reserved  as  a  wet  basin.  It  was  believed  that  by  the 
adoption  of  the  plan  proposed,  the  volume  of  water  would  remain  undimin- 
ished, that  ample  room  would  be  provided  for  the  accommodation  of  ves- 
sels, and  the  evil  effects  of  the  bulkhead  be,  in  some  degree,  corrected.  The 
further  observation  of  its  injurious  influence,  in  deflecting  tl'.c  currents  from 
their  natural  direction,  induced  the  commissioner.?  to  describe,  in  their  re- 
port of  the  29th  January,  an  interior  line,  and  to  submit  to  tlie  legislature 
the  question  of  the  expediency  of  removing  a  portion  of  the  bulkhead  for 
the  purpose  of  obtaining  the  best  practicable  line.  In  their  reply  to  the 
resolution  of  the  senate  committee,  the  commissioners  stated  that  the  line 
last  described  formed  the  proper  limit  for  structures  ;  but  in  view  of  the 
expense  incident  to  the  removal  of  the  bulkhead,  the  line  described  in  their 
first  report  was  admissible,  provided  the  entire  area  to  the  natui'al  shore, 
and  f 'om  Eighteenth  to  Thirty-eighth  streets,  were  reserved  for  a  wet  basin. 
The  limits  to  which  the  riparian  owners,  between  Seventeenth  and  Twenty- 
third  streets,  have  the  legal  right  to  fill,  is  Tompkins  street,  as  laid  down  by 
t!;c  legislature,  in  182G,  or  from  three  to  eight  hundred  feet  beyond  the 
present  shore.  It  was  believed  that,  because  of  the  enlarged  water  grants 
consequent  upon  the  adoption  of  the  proposed  lines,  the  increased  value 
which  would  attach  to  the  adjacent  upland  by  the  construction  of  a  com- 
modious basin,  and  the  immediate  transfer  of  business  to  that  vicinity,  the 
owners  would  approve  and  adopt  the  views  of  the  commissioners.  It  was 
understood,  however,  upon  consultation  with  some  of  the  owners,  soon 
after  the  report  was  made,  that,  from  the  large  number  of  persons  interested, 
on  whom  the  expense  of  building  the  proposed  exterior  wall  of  the  basin 
would  fall,  and  from  the  conflict  of  title  to  many  of  the  water  grants,  the 
plan  was  impracticable,  and  the  commissioners  v/ere  obliged  to  describe  lines 
lor  bulkheads  and  parallel  piers,  as  in  other  parts  of  the  harbor.  The  ex- 
terior or  pierhead  line  now  recommended  is  interior  to  that  of  the  29th 
January,  because  of  the  greater  resistance  to  the  ebb  currents  of  a  series  of 
piers  on  a  curved  line  than  by  a  continuous  sea-wall. 

In  their  first  report  the  commissioners  recommended  the  adoption  of  a 
line  at  the  Wallabout,  which  involved  the  removal  of  an  expensive  bulk- 
head constructed  by  the  Brooklyn  gas  company.  The  direction  and  velo- 
city of  the  currents  at  that  point,  seemed  to  require  its  removal,  and  the 
commissioners  are  still  of  opinion  that  the  navigation  of  the  river  would  be 
improved,  if  their  original  recommendation  were  adopted.  But  they  have 
endeavored  to  describe  lines,  which  with  a  due  regard  to  the  navigation  of 
the  harbor,  will  not  interfere  with  existing  structures,  or  give  rise  to  claims 
on  tlie  state  for  damages.  The  bulkhead  referred  to,  was  erected  on  land 
granted  to  the  gas  company  in  pursuance  of  a  specific  grant  from  the  le- 
gislature, and  its  compulsory  removal  would  probably  constitute  an  equi- 
table claim  for  payment  of  the  sum  expended  in  tearing  it  down  and 
rebuilding  i;  on  the  line  adopted.  Under  these  circumstances  the  commis- 
sioners have  described  the  line  as  laid  down  on  the  map  accompanying  this 
report. 


New  York  Harbor  Commission  Reports.  133 

The  commissioners  have  adhered  generally  to  the  lines  they  reported  to 
the  legislature  at  its  last  f^ession  on  the  Brooklyn  shore,  between  Fulton 
ferry  and  Harrison  street.  It  is  proper  to  state  that  this  line  is  not  in 
conformity  with  the  ^wishes  of  the  riparian  and  wharf  owners  in  that  sec- 
tion of  the  city  of  Brooklyn.  They  have  remonstrated  against  its  adoption 
and  insist  that  it  can  be  extended  much  farther  into  the  river  and  bay, 
without  injury  to  tlie  navigation  of  the  harbor.  The  commissioners  and 
their  advisory  council  have  given  the  respcctfid  consideration  to  their  views 
to  which  they  are  entiiled,  but  their  own  examinations  in  special  reference 
to  the  further  projection  of  the  pierhead  line,  and  tlie  concurrent  testimony 
of  intelligent  and  experienced  pilots,  convinced  them  that  any  encroach- 
ment beyond  the  line  they  have  adopted,  would  be  followed  by  the  destruc- 
tion of  the  channel  in  front  of  Brooklyn,  and  by  the  serious  injury  ol' 
Buttermilk  channel. 

The  annexed  report  of  Professor  Bache,  marked  A,  exhibits  the  plan  of 
procedure  in  the  survey  during  the  past  season,  the  several  parties  employed, 
and  the  results  accomplish  d. 

The  triangulation  has  been  conducted  by  Edmund  Blunt,  Esq.,  assistant 
U.  S  coast  survey,  assisted  during  part  of  the  season  by  Lieut.  Augustus 
H.  Seward,  U.  S.  army,  and  J.  C.  Clark,  U.  S.  army,  and  George  H.  Bag- 
well, and  Charles  Ferguson. 

There  have  been  six  plane  table  parties  employed  under  the  charge  of 
the  following  gentlemen  : 

F.  H.  Gerdes,  assistant  U.  S.  coast  survey,  aided  by  I.  G.  Oltmanns  ; 
H.  L.  Whiting,  assistant  U.  S.  coast  survey,  aided  by  F  W.  Dorr  ;  S.  A. 
Gilbert,  assistant  U.  S.  coast  survey,  aided  by  S.  A.  Sullivan,  M.  Seaton, 
and  W.  S.  Gilbert  ;  A.  M.  Harrison,  assistant  U.  S.  coast  survey,  aided 
by  P.  R.  Hawley,  AV.  H.  Dennis,  and  F.  H.  Alexander  ;  A.  S.  Wadsworth, 
assistant  U.  S.  coast  survey,  and  A.  Strausz ;  A.  Balbach,  U.  S.  coast,  sur- 
vey, and  F.  W.  Dorr. 

Tliere  have  also  been  two  hydrographic  parties,  one  under  the  charge  of 
Lieut.  Commanding  T.  A.  Craven,  U.  S.  navy;  the  other  under  the  charge 
of  Lieut.  Commanding  llichard  Wainwright,  U.  S.  navy,  assistant  in  the 
coast  survey,  assisted  by  the  officers  of  their  hydrographic  paj-ties. 

The  measurements  of  the  wharves  of  the  harbor  and  details  have  been 
under  charge  of  A.  Boschke  of  the  U.  S.  coast  survey. 

The  triangulation  party  under  the  charge  of  Mr.  Blunt,  has  occupied 
twelve  primary  and  one  hundred  and  fifty-four  secondary  stations,  and  their 
observations  have  been — 


Number  of  series  measured  on  primary  signals   48 

Measurement  of  primary  angles   498 

Niunber  of  series  measured  on  secondary  objects  1,349 

Measurement  of  secondary'-  angles  7,682 


Under  the  direction  of  Mr.  Blunt,  a  series  of  triangles,  commencing  at 
New  Baltimore,  was  carried  northward  on  the  Hudson  river  to  witliin  one 
mile  of  the  city  of  Albany  by  Lieut.  /Augustus  H.  Seward,  U.  S  army, 
assisted  by  Lieut.  A  P.  Hill,  U.  S.  army  in  the  field  service,  for  the  pur- 
pose offjmisiiing  the  means  of  comparison  with  surveys  made  of  that  part 
of  the  river  in  former  years.    Lieut.  Seward  reports  : 


134 


New  York  Harbor  Commission  Reports. 


Main  signals  erected  

Secondary  do  

Main  stations  occupied  

Secondary  do.   

Numbei  of  sets  of  repetitions  

Single  observations  in  measuring  angles. 


3,666 


24 
54 
16 

33 
612 


The  topography  executed  by  Mr.  Gerdes  and  Mr.  Oltmanns,  embraced 
both  shores  of  the  East  river,  from  the  mouth  of  Harlem  river  to  'ihrog's 
Neck,  and  the  interior  of  Long  Island,  eastwar  1  to  and  including  Jamaica, 
and  southward  to  a  junction  with  the  work  of  Mr.  Gilbert.  The  statistics 
of  Mr.  Gerdes'  work,  are,  miles  of  road  surveyed  362  ;  marsh  line  52  ; 
shore  line  of  rivers  and  creeks  35  ;  area  of  space,  87  square  miles. 

The  topography  of  Mr.  Gilbert's  party  commences  at  the  western  ex- 
tremity of  Long  Island  and  extends  to  Far  Rockaway,  and  from  the  Atlan- 
tic shore  of  the  island  northward  to  the  limits  of  the  work  of  Mr  Gerdes. 
Mr  Gilbert's  work  comprise.^,  exclusive  of  the  surveys  of  several  towns, 
miles  of  road  surveyed  43,  shore  line  37,  area  of  space  20  square  miles. 
And  by  his  assistant  Mr.  Sullivan,  miles  of  road  78,  shore  line  41.  By 
his  assistant,  Mr.  Seaton,  miles  of  shore  line  10. 

The  topograi)hy  of  the  whole  of  Staten  Island  has  been  executed  by  Mr. 
Whiting,  and  embraces  of  shore  line  54J  miles,  creeks  surveyed  57  miles, 
outline  of  marsh  G9  miles,  roads  308  miles,  area  52  square  miles. 

Mr.  Harrison  has  been  engaged  in  filling  in  with  details  the  three  sheets 
of  shore  line  which  he  completed  last  year,  and  which  comprised  the  areas 
of  Raritan  and  Sandy  Hook  bays  and  the  highlands  of  Navesink. 

The  hydrographic  party,  under  the  command  of  Lieut.  Commanding  T. 
A.  Craven,  U.  S.  navy,  have  been  engaged  during  the  past  season,  in  sound- 
ing from  the  light-ship  outside  of  Sandy  Hook,  through  the  Narrows,  and 
the  entire  eastern  portion  of  the  bay  and  harbor,  together  with  the  East 
river  to  Throg's  point.  Little  Hellgate  and  Harlem  river.  For  the  data  re- 
quisite in  the  reduction  of  the  soundings,  eight  tidal  stations  were  used,  and 
observations  Avere  made  at  twenty-five  stations  on  the  currents. 

There  have  been  run  in  sounding   miles,  978 

Angles  determined   4, 733 

Total  number  of  soundings   45,650 

The  party  of  Lieut.  Commanding  Wainwnght,  U.  S  navy,  have  been 
engaged  with  the  hydrography  of  the  Hudson,  from  a  mile  below  New  Bal- 
timore (o  the  city  of  Albany.  This  work  was  directed  in  order  to  ascer- 
tain the  changes  which  have  occurred  in  that  part  of  the  river  which  in- 
cliides  the  Overslaugh. 

There  have  been  run  in  sounding  between  New  Baltimore  and 

Albany   miles,  224 

Angles  observed   3,582 

Total  number  of  soimdings  '   24,039 


The  aggregate  amount  of  work  executed  during  the  tu^o  past  seasons,  by 
the  several  parties  detailed  by  Professor  Bache,  for  the  survey  of  the  har- 
bor of  New  York  and  the  adjacent  lands  is  as  follows  ; 


Current  observations. 


12 


New  York  Harbor  Commission  Beports.  135 

In  Triangulations. 

Number  of  lines  measured  on  primary  signals   127 

Measui'ements  of  primary  angles   1,396 

Number  of  series  measured  on  secondary  objects   3,371 

Measurements  in  secondary  angles   20,869 

In  Topography. 

Extent  of  sliore  lines  (miles)   5612 

"       roads,  "    864i 

Area  in  square  miles   593 

In  Hydrography. 

Number  of  soundings.  .  .  . .  „   147,959 

"        miles  of  soundings   3,333 

"        angles  measured   14,176 

"        current  stations   62 

tidal        "    18 


The  gradual,  but  constant,  advancement  of  Sandy  Hook  toward  the 
channels  from  the  ocean,  has  become  the  subject  of  apprehension  and  alarm 
among  nautical  men.  Within  a  century,  it  has  increased  a  mile  and  a 
quarter,  and,  for  the  last  twelve  years,  at  the  rate  of  one  sixteenth  of  a 
mile  per  annum.  A  spot  north  of  the  Hook,  where  there  was  forty  feet 
water  when  Captain  Gedney  made  his  survey  in  183G-7,  has  become  nearly 
bare  at  low  water.  Various  causes  have  been  assigned  for  this  alarming 
progression,  but  none  seemed  conclusive.  At  the  request  of  the  commis- 
sioners. Professor  Bache  stationed  an  intelligent  engineer  at  the  Hook,  with 
instructions  to  make  careful  measurements  of  the  shore  lines  at  low  water, 
and  daily  observations  of  the  tides  and  currents  in  connection  with  the  force 
and  direction  of  the  winds.  Objects  easily  distinguished  from  the  sand,  and 
of  various  specific  gravities  and  shape*?,  were,  by  Professor  Bache's  direc- 
tion, deposited  near  the  shore,  to  determine  the  power  and  direction  of  their 
transportation,  Mr.  H.  Mitchell,  assistant  of  the  coast  survey,  who  was  de- 
tailed for  this  duty,  has  reported  the  results  of  the  experiments,  and  they 
have  conclusively  established  the  causes  of  the  increase.  They  consist  of 
two  currents  of  varying  velocities ;  one  on  either  side  of  the  Hook,  which 
set  to  the  north,  during  both  the  ebb  and  flood  tides.  Tlie  outer  current 
extends  across  the  whole  breadth  of  False-hook  channel,  and  the  inner  cur- 
rent, nearly  one  third  of  the  distance  across  Sandy  Hook  bay.  In  the 
opinion  of  Professor  Bache,  these  remarkable  currents  are  attributable  fro 
the  action  of  the  tides.  The  inner  current,  which  sets  eleven  hoars  out  oi 
twelve  to  the  northward,  is  produced  by  the  ebb  and  flood,  drawing  by  the 
lateral  comnmriication  of  motion,  the  waters  from  Sandy  Hook  bay,  and 
the  outer,  which  sets  in  the  same  direction  for  seven  hours  of  the  twelve, 
is  produced  by  the  same  influences,  as  tliey  pass  False-hook  chatmel.  Now 
that  the  cause  of  the  extension  ©f  Sandy  Hook  is  discovered,  it  is  believed  its 
further  advancement  may  be  readily  arrested  by  the  construction  of  suitable 
jetties,  and  at  moderate  expense.  It  is  the  intention  of  Professor  Bache  to 
continue  his  investigations  at  the  Hook,  and  to  ascertain  the  movement  an  ! 
sup{)ly  of  sand  on  Sandy  Hook  b;ir,  so  that  means  may  be  devised  to  C';t 
off  the  further  increase,  if  not  to  diminish  the  extent  of  the  shoals. 

Experiments  are  also  being  made,  under  the  direction  of  Professor  Bacln". 
in  respect  to  the  expediency  of  constructing  piers  in  the  harbor  with  open 
spaces,  or  of  continuous  solid  structure. 


136      '      Neiv  York  Harbor  Commission  Reports. 


The  opinion  has  been  hehl  by  eminent  engineers  that  unfavorable  changes 
have  been  caused  in  the  upper  waters  of  the  Hudson  by  the  erection  of 
piers  and  other  projections  at  its  mouth.  From  the  consideration  of  the 
important  bearing  v^^hich  the  condition  of  the  river,  as  the  outlet  of  the  Erie 
nnd  Cliamplain  canals,  has  upon  the  interests  of  the  state,  and  with  the 
v'ew  to  adopt  such  measures  as  might  seem  necessary  to  pi'event  further 
injury,  if  any  had  been  inflicted,  the  commissioners  requested  Professor 
Bache  to  cause  an  examination  of  the  river  between  New  Baltimore  and 
Albany,  and  compare  the  results  with  the  survey  of  Major  Delafield,  of  the 
United  States  engineers,  made  in  1852. 

For  this  purpose,  Lieut.  Commanding  R.  Wainwright,  United  States 
navy,  was  detailed,  and  the  thorough  and  satisfactory  manner  in  which  he 
has  discharged  the  duty  confided  to  him  reflects  great  honor  on  his  skill. 
He  has  completed  a  hydrographic  map  of  the  area  surveyed,  which  will  be 
of  great  value  in  determining  the  causes,  and  degrees  of  changes  which  may 
hereafter  occur,  and  in  solving  the  difficult  problem  of  the  proper  means  to 
be  adopted  to  free  the  river  from  the  shoals  and  bars  which  infest  it.  The 
comparative  map  of  Capt.  Wainwright  presents  an  accurate  view  of  the 
changes  which  have  taken  place  since  the  survey  of  Major  Delafield,  in 
1852.  It  will  be  seen  from  the  reports  of  Professor  Bache  and  Captain 
Wainwright,  herewith  annexed,  marked  M,  that  the  changes  are  generally 
not  unfavorable,  and  that  no  injury  has  been  caused  in  the  upper  parts  of 
the  river  by  the  erection  of  recent  structures  in  the  harbor  of  New  York. 

The  commissioners  submit  herewith  maps  of  the  piers  and  bulkheads,  of 
the  cities  of  New  York  and  Brooklyn  ;  drawn  on  a  scale  of  eighty  feet  to 
the  inch.  On  them  are  traced  the  lines  which  the  commissioners  recom- 
mend for  adoption.  These  maps  have  been  prepared  un  ler  the  direction 
of  Mr.  A.  Boschke,  of  the  U.  S.  coast  survey.  Mr.  Boschke  has  alsoie- 
surveyed  Manhattan  island  above  Fifty- fifth  street,  North  river,  Spuyten  Duy- 
vil  creek  and  Harlem  river,  besides  making  a  special  survey  of  Gowanus  bay. 
There  are  now  in  course  of  preparation,  under  the  direction  of  Mr.  Boschke, 
maps  of  the  above  on  a  scale  of  two  hundred  feet  to  the  inch,  forming  a 
series  of  ten  sheets,  and  representing  an  aggregate  of  forty-one  miles  of  shore 
lines;  a  hydrographic  comparative  map  on  a  scale  of  1-20000,  showing  the 
changes  i'l  the  harbor  within  the  past  twenty  years ;  a  comparative  map 
of  New  York  and  Brooklyn,  on  a  scale  of  1-1 0000,  exhibiting  the  artificial 
changes  which  have  been  made  on  the  North  and  East  river  fronts  at  dif- 
ferent periods. 

Among  so  large  a  number  of  ofliicers  who  have  been  engaged  in  the  sur- 
vey, and  all  of  whom  have  faithfully  discharged  the  duties  which  devolved 
upon  them,  it  would  be  invidious  to  single  out  any  for  especial  commenda- 
tion. But  it  is  not  perhaps  improper  to  refer  to  some  whose  services  were 
performed  under  the  personal  ins[)ection  of  the  commissioners.  To  the 
unwearied  assiduity  of  Lieutenants  Commanding  Craven  and  Wainwright, 
the  commissionei  s  are  indebted  for  the  early  completion  of  the  soundings, 
and  current  observations  of  the  harbor  of  New  York,  and  the  up i)ei*  waters 
of  the  Hudson.  On  Edward  Blunt,  Esq.,  assistant  of  the  coast  survey,  all 
the  parties  in  the  field  and  afloat  were  dependent  for  triangulations,  and 
though  his  ability  to  furnish  them  >vas  taxed  to  the  utmost,  yet  \n  no  in- 
stance was  either  of  the  parties  delayed  in  the  prosecution  of  its  work.  Nor 


New  YorJc  Harbor  Commission  Reports. 


137 


did  his  services  end  with  the  determination  of  the  triangle  points,  he  has 
collated  and  plotted,  as  far  as  other  and  more  pressing  duties  -would  permit, 
the  water  grants  made  by  the  colonial  and  state  authorities  and  by  tlie  cor- 
poration of  tlie  city  of  New  York,  and  thus  brought  into  order  what  seemed 
to  be  in  inextricable  confusion.  The  public  benefits  resulting  from  tlic  per- 
formance of  this  duty  will  be  enduring  and  valuable.  A.  Boschke,  E^q., 
assistant  of  the  coast  survey,  charged  with  the  survey  and  delineation  of  the 
wharves  and  shores  of  the  cities  of  New  York  and  Brooklyn,  and  with  pre- 
paring the  large  map  of  the  commissioners,  has  executed  his  duties  under 
circumstances  of  great  difficulty,  in  a  manner  to  win  the  a[)proval  of  Pro- 
fessor Bache  and  the  commissioners.  The  accurate  and  finished  topograpliy 
of  Messrs.  Whiting,  Gilbert,  Harrison,  AVadsworth,  and  Balbach,  attest  as 
well  their  skill  as  their  untiring  industry.  The  topography  of  Staten  Island, 
with  its  woods  and  undulating  surfaces  and  subdivisions  into  small  sections 
of  gardens  and  pleasure  grounds,  was  executed  by  Mr.  Whiting,  and  pre- 
sents a  favorable  specimen  of  the  highest  achievement  in  that  department 
of  surveying. 

In  describing  exterior  lines  on  the  shore  of  the  Hudson,  the  commission- 
ers assumed  that  their  duties  were  not  confined  to  tlic  harbor,  but  that  it 
was  incumbent  on  them  to  keep  constantly  in  view  the  preservation  of  nav- 
igation through  the  whole  length  of  the  river,  and  that  the  commercial  in- 
terests of  the  cities  and  towns  on  i(s  upper  waters,  were  not  to  be  sacrificed 
for  any  supposed  local  advantages  which  might  be  obtained  by  the  undue 
projection  of  docks  and  basins  at  the  city  of  New  York.  But  happily  the 
interests  of  every  part  of  the  river  are  the  same,  and  improper  encroach- 
ments at  its  entrance  would  be  nearly  as  detrimental  to  the  city  as  to  New- 
burgh,  Hudson,  or  Albany. 

It  is  of  primary  importance  to  the  harbor,  that  the  capacity  of  the  river 
as  a  tidal  reservoir  be  maintained,  because  it  is  on  the  volume  of  the  water 
returning  to  the  ocean  that  we  must  depend  to  keep  open  the  channels  at 
Sandy  Hook.  If  the  river  be  contracted  in  its  width,  or  its  capacity  in 
any  manner,  be  materially  diminished,  either  by  the  improper  extension 
of  docks  or  the  formation  of  shoals,  the  quantity  of  water  flowing  in,  on 
the  flood  tides,  will  be  lessened,  and  consequently  the  scouring  influence  of 
the  ebb  will  be  so  far  impaired.  The  experience  of  European  engineers 
has  taught  them  that  no  cause  has  been  so  efficient  in  the  destruction  of 
harbors  as  the  partial  exclusion  of  tidal  waters,  and  that  the  only  mode 
of  restoring  them  to  usefulness  is  by  the  removal  of  obstructions  to  the 
progress  of  the  tides,  whether  such  obstructions  be  the  projection  of  arti- 
ficial works  into  the  stream,  or  sudden  changes  in  its  bed.  In  determining 
then  the  limits  for  structures  on  the  Hudson,  there  are  two  objects  to  l>e 
kept  in  view,  first,  the  general  capacity  of  the  river  t^s  a  tidal  reservoir, 
and  secondly,  the  areas  of  its  several  characteri:  tic  sections  and  the  varied 
velocities  of  its  currents.  AVhatever  may  seriously  interfere  wiih  the 
propagation  of  the  tidal  wave,  or  that  shall  unduly  contract  the  volume  of 
the  flood,  ought  to  be  removed  ;  while  on  the  other  hand  structures  may 
safely  be  erected  on  hollow  curves,  or  where  no  material  impediment  is 
formed  to  the  passage  of  the  current.  To  illustrate  the  prodigious  influ- 
ence of  the  scouring  process  of  the  ebb  tides,  the  advisory  council  com- 
puted the  cubic  contents  of  several  sections  of  the  river,  and  ascertained 


138  New  York  Harbor  Commission  Beports. 


the  weight  of  the  waters  that  twice  daily  return  to  the  sea.  The  breadth 
of  the  river  between  Jersey  City  and  New  York,  is  about  one  mile,  and  the 
average  rise  and  fall  of  tides  is  four  feet  and  three  tenths.  Between  this 
transverse  section  and  one  a  mile  north  of  Spuyten  Duyvil  creek,  the 
weight  of  the  water  that  flows  in  with  every  tide  is  forty  millions  of  tons.  But 
this  does  not  express  the  force  of  the  power  exerted  in  freeing  the  channels 
of  the  harbor.  The  motion  of  the  tide  water  extends  from  the  surface  to 
the  bed  of  the  river,  and  the  velocity  of  the  tidal  wave  varies  as  the  square 
root  of  its  depth.  According  to  the  calculations  of  a  distinguished 
English  engineer,  the  rate  of  velocity  in  ten  feet  depth  of  water  is  12  miles 
per  hour;  20  feet,  16  miles;  50  feet,  26  miles;  70  feet,  32  miles;  100 
feet,  34.  miles. 

In  referring  to  the  momentum  resulting  from  the  combined  velocity  and 
weight  of  the  whole  mass,  estimated  at  three  hundred  and  twenty-seven 
millions  of  tons,  the  advisory  council  dwell  upon  the  necessity  of  the  exer- 
cise of  the  utmost  prudence  in  the  assignment  of  the  limits  of  construction 
in  Hudson  river,  in  respect  to  the  preservation  of  navigation,  both  in  the 
harbor  of  New  York  and  in  the  upper  waters  of  the  river. 

The  commissioners  in  their  report  of  the  8th  of  January,  1856,  described 
and  recommended  for  adoption  bulkhead  and  pierhead  lines  for  the  first  sec- 
tion of  the  Hudson  river,  extending  from  Castle  Garden  to  Hammond  street. 
The  bulkhead  line  then  recommended,  was  the  west  side  of  West  street, 
but  because  of  the  present  irregular  line  of  solid  filling,  the  shallow  water 
immediately  adjacent  io  the  bulkhead,  and  the  greater  convenience  of  a 
larger  area  for  landing,  the  commissioners  now  recommend  that  the  line 
of  solid  filling  be  as  described  on  the  map,  herewith  submitted,  forty-five 
feet  west  of  the  present  westerly  line  of  West  street,  and  that  such  bulk- 
head be  faced  with  stone,  instead  of  being  composed  of  wooden  cribs. 
The  superior  accommodations  for  the  lading  and  discharge  of  vessels  which 
will  be  afforded  by  the  enlarged  area  will  abundantly  compensate  the  sev- 
eral owners  for  the  increased  expense  of  stone  fixcing  over  the  destructible 
cribs  of  wood  hitherto  used. 

The  pierhead  or  exterior  line  commences  at  the  end  of  pier  No.  1,  and 
runs  to  a  point  in  the  southerly  side  of  Hammond  street  extended,  six  hun- 
dred and  six  feet  from  the  westerly  side  of  West  street,  as  laid  down  on 
the  map. 

Section  No.  2  extends  from  Hammond  street  to  Fourteenth  street. 

The  pierhead  or  exterior  line  begins  at  a  point  in  the  southerly  side  of 
Hammond  street  extended,  at  the  termination  of  the  pierhead  or  exterior 
line  of  section  No.  1,  and  runs  in  a  straight  line  to  the  point  of  intersection 
of  the  southerly  line  of  Fourteenth  street  extended,  with  the  westcrl}-  Une 
of  the  Thirteenth  avenue,  as  laid  down  on  the  maps.  No  bulkhead  line  is 
described  in  this  section  for  the  reasoiis  set  forth  in  this  report. 

In  their  report  of  the  8th  of  January  last,  the  commissioners  recom- 
mend'^d  that  the  water  area,  then  existing  b'jtweon  West  street  and  the 
Thirteenth  avenue,  and  extending  from  Ferry  to  Troy  street,  and  from 
Gansevoort  to  Twelfth  street,  should  be  reserved  for  wet  basins,  because 
of  their  easy  conversion  into  spacious  accommodations  for  every  description 
of  vessels.  It  was  believed  that  if  the  attention  of  the  several  owners 
were  directed  to  the  superior  advantages  incident  to  such  basins  over  par- 


New  York  Harbor  Commission  Reports 


allel  piers,  in  the  rapid  discharge  and  transfer  of  cargoes  into  adjacent 
warehouses,  without  incurring  the  expense  of  cartage,  and  to  the  equity^ 
in  such  cases,  of  much  higher  rates  of  charges,  that  they  would  have  re- 
frained from  filling  them.  The  first-mentioned  area  has,  however,  beea 
nearly  altogether  and  the  latter  partially  filled  during  the  past  season. 
The  extension  of  solid  filling  between  Hammond  and  Thirteenth  streets,  so 
far  into  the  river,  renders  the  erection  of  piers,  beyond  the  line  as  laid 
down  on  the  accompanying  map  of  the  commissioners,  inadmissible. 

Directly  opposite  to  Thirteenth  street  is  Castle  point,  in  New  Jersey ; 
a  high,  rocky  bluff,  projecting  for  some  distance  into  the  river.  The  sec- 
tional area  of  the  river  at  Jersey  City  is  twenty  thousand  square  yards. 
At  a  sliort  distance  above  Castle  point  it  is  twenty  thousand  four  hundred 
square  yards,  while  opposite  to  Thh'teenth  street  it  is  reduced  to  fifteen 
thousand  five  hundred  and  twenty-eight  square  yards.  At  the  two  points 
of  Jersey  City,  and  above  Castle  point,  the  width  of  the  river  is  about 
four  thousand  three  hundred  feet.  At  Thirteenth  street,  it  is  reduced  to 
three  thousand  feet.  The  natural  width  of  the  river  at  this  point  was 
about  four  thousand  feet,  and  has  been  reduced,  by  filling  in  on  the  New 
York  shore,  to  its  present  contracted  limits.  At  this  narrow  place,  a  pier 
three  hundred  and  fifty-three  feet  in  length  has  been  extended  into  the 
river,  presenting  a  formidable  obstacle  to  the  flow  of  the  current,  and 
causing  the  deposit  of  shoals  along  the  face  of  the  city  to  the  southward. 
Immediately  above  this  prominent  encroachment,  there  are  two  piers, 
which,  though  not  so  objectionable,  are  beyond  the  line  deemed  proj^er  for 
the  preservation  of  navigation,  and,  so  far  as  they  transgress  it,  ought  to 
be  removed. 

By  the  act  entitled,  "  An  act  to  establish  a  permanent  exterior  street  in 
the  city  of  New  York,  along  the  easterly  shore  of  the  North  or  Hudson 
river,  and  for  other  purposes,"  passed  April  12th,  1837,  chap.  182,  the 
Thirteenth  avenue  was  made  the  exterior  street  of  the  city,  between  the 
southerly  line  of  Hammond  street,  and  the  northerly  line  of  One  hundred 
and  thirty-fifth  street,  and  the  lands  covered  with  water  from  the  westerly 
side  of  the  avenue,  interior  to  the  line  of  the  grant  of  four  hundred  feet, 
were  ceded  to  the  corporation  of  the  city  of  New  York.  Under  tJiis  act, 
the  corporation  has  sold  to  many  riparian  owners  the  water  lands  in  front 
of  their  respective  uplands.  The  comptroller  of  the  city,  A.  C.  Flagg, 
Esq.,  has,  it  is  understood,  refused  to  give  titles,  or  sell  any  further  portion 
of  the  lands  until  the  legislature  shall  have  reviewed  and  determined  on 
the  exterior  line  in  that  part  of  the  city. 

In  describing  proper  limits  for  solid  fillings,  and  for  the  construction  of 
piers,  the  commissioners  have  endeavored  so  to  perform  this  duty,  that 
while  no  injury  should  ensue  to  the  navigation  of  the  harbor,  the  vested 
interests  of  riparian  owners  should  be  respected,  and  abundant  provision 
be  made  for  the  accommodation  of  shipping.  But  as  respects  the  larger 
portion  of  the  Thirteenth  avenue,  whatever  may  be  the  private  interests 
of  the  riparian  owners,  the  necessity  of  cutting  it  off  is  absolute  and 
imperative. 

The  motive  for  laying  out  the  Thirteenth  avenue  was,  doubtless,  to  pro- 
vide a  place  of  deposit  for  the  surplus  earth  and  rock  of  the  high  lands 
which  extend  on  the  margin  of  the  river  from  Forty-eighth  street,  with 


140  Neiv  Yorh  Harbor  Commission  Reports, 


but  a  single  break  at  Maiihattaiwille,  to  Spuyten  Duyvil  creek.  There  c:m 
be  no  doubt  that  the  reduction  of  these  elevations  would  render  them  mure 
eligible  for  the  construction  of  streets  and  for  the  convenience  of  a  crowded 
population,  but  it  would  destroy  the  value  of  the  water  front  of  the  city. 
The  channels  which  are  governed  in  their  course  by  the  direction  of  the 
currents,  are  on  the  easterly  side  of  the  river.  If  solid  land  or  piers  be 
extended  beyond  the  limits  assigned  by  the  commissioners,  there  is  reason 
to  apprehend  that  the  currents  would  be  deflected  to  the  westerly  sliore, 
and  so  give  to  New  Jersey  the  benefits  of  deep  water,  whicli  we  now  ex- 
clusively possess.  In  every  respect  except  the  shoalness  of  the  water,  the 
western  shore  is  a  better  harbor  than  that  of  New  York.  It  is  a  wind- 
ward shore  ;  vessels  can  go  to  sea  thence  ^vith  nearly  every  wind ; 
the  ice  in  winter  sets  from  it,  leaving  clear  water,  while  oftentimes  the  piers 
and  slips  of  New  York  are  seriously  obstructed.  But  these  arc  trivial 
benefits  and  can  atone  in  no  degree  for  the  shoalness  of  the  water.  If  a 
channel  sixty  feet  deep  were  excavated  in  front  of  Jersey  City,  it  would 
rapidly  shoal  unless  the  direction  of  the  currents  were  changed.  Tiie  as- 
certained actual  deposit  on  the  Jersey  flats,  which  comprise  four  thousand 
eight  hundred  and  eighty-six  acres,  is  five  hundred  and  sixty-four  thousand 
five  hundred  cubic  yards  per  annum,  or  a  deposit  of  over  one  thousand 
five  hundred  cubic  yards  per  day.  It  will  thus  be  seen  that  the  tenure  by 
which  we  hold  the  commerce  of  the  harbor,  is  the  maintenance  of  the 
currents  in  their  present  set  and  direction. 

Section  three  of  the  Hudson  river  extends  from  Fourteenth  street  to 
Seventy-fifth  street.  The  bulkhead  line  recommended  commences  at  the 
intersection  of  the  southerly  side  of  Fourteenth  street  extended,  with  the 
westerly  side  of  the  Thirteenth  avenue,  and  runs  tlience  northerly,  exterior 
to  the  Thirteenth  avenue,  gradually  diverging  therefrom  until  at  the  inter- 
section of  the  Twelfth  and  Thirteenth  avenues  it  is  one  hundred  feet 
westerly  of  the  Thirteenth  avenue,  thence  one  hundred  feet  west  of 
Twelfth  avenue  to  the  southerly  side  of  Seventy-fiftli  street  extended.  The 
pierhead,  or  exterior  line,  commences  at  the  same  point  as  the  bulkhead 
line,  and  runs  in  a  straight  line  to  the  southwesterly  corner  of  the  pier  at 
the  foot  of  Twentieth  street,  thence  in  a  straight  line,  still  diverging  from 
the  bulkhead  line,  to  a  point  four  hundred  feet  westerly  at  right  angles 
from  the  westerly  side  of  Twelfth  avenue  extended,  at  the  point  of  inter- 
section of  the  westerly  side  of  Twelfth  avenue  extended,  with  the  westerly  side 
of  Thirteenth  avenue,  thence  northerly,  on  a  line  parallel  to  the  westerly 
side  of  Twelfth  avenue,  and  four  hundred  feet  distant  therefrom  to  the 
southerly  side  of  Seventy-fifth  street  extended,  as  laid  down  on  the  map. 

The  extension  of  the  line  of  solid  filling  beyond  the  Twelfth  avenue, 
may  be  appropriated  for  a  street  of  thirty  feet  in  width  on  the  river,  and 
the  remaining  distance  of  seventy  feet  to  the  avenue  for  warehouses. 
Though  the  larger  portion  of  the  products  of  the  western  states  are  brought 
to  the  New  York  market,  there  are  none  of  the  facilities  for  the  lading 
and  discharge  of  cargoes  common  to  every  port  on  the  lakes.  The  Atlantic 
dock,  in  South  J>rooklyn,  is  the  only  place  in  the  haibor  of  New  York, 
where  elevators  can  be  erected  to  discharge  grain  from  vessels,  or  where 
flour  and  other  merchandise  can  be  directly  transferred  to  warehouses. 

Section  four  extends  from  Seventy-fifth  street  to  One  hundred  and  fifty- 


New  York  Harbor  Commission  Reports. 


141 


fourth  street.  In  the  preceding  section,  or  from  north  of  Castle  i)oint  to 
Seventy-fifth  street,  the  river  is  of  a  uniform  width,  and  the  easterly  shore 
is  generally  covered  with  artificial  structures,  but  north  of  Seventy-fifth 
street,  with  few  exceptions,  the  shores  on  both  sidos  of  the  river  remain 
in  their  natural  state.  At  Manhattanville,  in  this  section,  and  at  Fort 
Washington,  in  the  fifth  aud  sixth  sections,  there  arc  two  considerable 
contractions  in  the  width  of  the  river.  At  Fort  Washington,  the  width 
between  the  lines  of  eighteen  feet  depth  on  either  shore,  is  twenty-two 
hundred  feet,  and  at  Manhattanville  it  is  twenty-three  hundred  and  forty 
feet.  At  Fort  AVashington,  the  sectional  area  of  the  river  is  eighteen 
thousand  one  hundred  and  forty-four  square  yards  ;  at  Manhattanville  it  is 
but  fourteen  thousand  four  hundred  square  yards,  though  the  width  from 
shore  to  shore  at  the  latter  is  seven  hundred  and  twenty  feet  greater  than 
at  the  former  point.  At  F ort  AVashington  tho  width  is  three  thousand  five 
hundred  and  fifty  feet ;  at  Manhattanville  it  is  four  thousand  two  hundred 
and  seventy  feet.  The  greater  capacity  of  the  river  at  Fort  Washington 
is  attributable  to  the  abrupt  deepening  of  the  bed  at  that  point,  and  ought 
not,  in  the  opinion  of  the  advisory  council,  to  be  taken  into  cc>nsideration 
in  determining  the  limits  for  structures  on  the  shores.  They  regard  the 
real  area  of  the  section  as  being  thirteen  thousand  four  hundred  yards,  or 
one  thousand  yards  less  than  at  Manhattanville. 

The  lines  recommended  for  this  section  are,  that  the  line  of  solid  filling 
be  one  hundred  feet  westerly  of  the  westerly  side  of  the  Twelfth  avenue, 
or  be  the  present  shore  where  it  is  west  of  that  line,  and  that  the  2:)icrhead 
line  be  four  hundred  feet  west  of  the  line  of  the  Twelfth  avenue,  which 
allows  but  little  length  of  piers  in  some  places,  and  the  full  length  of  three 
hundred  feet  in  others,  conforming  to  the  natural  variations  of  the  outline 
of  the  river.  At  the  contracted  points  at  Manhattanville  the  pier  and 
bulkhead  lines  are  identical  and  are  on  the  natural  shore.  The  Thirteenth 
avenue,  as  established  by  the  legislature,  terminates  at  One  hundrcjd  and 
thirty-fifth  street. 

Sec  tion  fifth  extends  from  One  hundred  and  fifty-fourth  street  to  One 
hundred  and  seventy-sixth  street.  The  line  of  solid  filling  recommended 
is,  for  the  greater  portion,  the  natural  shore,  and  the  pierhead  line  ex- 
tending to  the  curve  of  eighteen  feet  depth  of  water,  as  laid  down  on  the  map. 

Section  sixth  extends  from  One  hundred  and  seventy-sixth  street  to  one 
mile  north  of  Spuyten  Duyvil  creek.  The  same  limits  for  bulkheads  and 
piers  are  as  described  in  the  preceding  section. 

It  was  deemed  necessary  for  the  purpose  of  guarding  the  northerly  side 
of  Spuyten  Duyvil  creek,  and  of  securing  the  present  direction  of  the  ebb 
current  along  the  fronr  of  the  city  of  New  York,  that  proper  limits  should 
be  described  for  docks  and  piers  for  at  least  a  mile  above  the  city. 

New  Jersey  shore,  section  7,  extends  from  opposite  Spuyten  Duyvil  creek 
to  Day's  point. 

The  leading  characteristic  of  the  west  side  of  the  river  is  the  shoalncss  of 
its  waters  as  compared  with  the  eastern  or  New  York  side.  This  peculi- 
arity is  owing  as  was  before  mentioned  to  the  direction  of  the  currents 
which  set  along  the  east  shore,  scouring  the  bed  and  making  deep  water, 
and  so  giving  to  New  York,  the  advantages  which  it  possesses  over  New 
Jersey  for  commercial  purposes,  and  of  which  nothing  can  deprive  t!.c 


142 


New  York  Harhor  Commission  Reports. 


former,  except  the  undue  extension  of  structures  into  the  river  from  the  east 
shore.  After  a  careful  examination  of  the  features  of  the  river,  the  advisory- 
council  arrived  at  the  following  conclusions : 

1st.  That  the  limits  of  construction  on  the  New  Jersey  shore  must  be 
carried  out  very  for  if  they  are  to  be  practically  useful. 

2d.  That  this  can  be  done  witliout  endangering  the  free  navigation  of 
the  river,  or  substantially  diminishing  the  capacity  of  its  bed,  and  in  con- 
nection with  the  first  of  these  conclusions,  that  because  of  the  steep  walls 
of  the  Palisades,  it  will  only  be  by  running  out  the  line  of  solid  filling, 
that  any  foothold  can  be  obtained  for  river  trade. 

The  bulkhead  or  line  of  solid  filling  in  section  7,  ranges  ft  om  the  natural 
shore  to  four  hundred  feet  beyond,  and  the  pierhead  line  extends  six  hun- 
dred feet  from  the  line  of  solid  filling. 

Section  8  extends  from  Day's  point  to  a  point  one  thousand  feet  south 
of  the  first  wharf  (as  it  now  stands)  north  of  Castle  point.  The  bulkhead 
line  recommended  is  as  drawn  on  the  commissioners'  map,  and  the  pier- 
head line  which  begins  at  the  terminus  of  section  7,  six  hundred  feet  from 
the  bulkhead  line,  ends,  in  consequence  of  the  gradual  narrowing  of  the 
river,  at  a  distance  of  two  hundred  feet  at  the  terminus  of  this  section. 
From  this  point  it  is  drawn  tangent  to  Castle  point. 

Section  9  includes  Castle  point,  and  extends  twelve  hundred  feet  along 
the  shore,  measured  by  steps  of  two  hundred  feet  each.  The  natural  shore 
is  recommended  as  the  limit  of  solid  filling,  and  the  continuation  of  the 
pierhead  line  of  the  previous  section,  for  the  limit  of  piers  ending  at  Castle 
point. 

Section  10  extends  to  Jersey  City,  and  includes  tne  face  of  the  Morris 
canal  basin.  The  general  line  of  solid  filling  recommended  is  the  line  of 
Atlantic  street  continued,  parallel  to,  and  three  hundred  and  twenty  feet 
distant  from  Hudson  street,  as  far  as  Hoboken  ferry.  The  general  line  of 
pierheads  is  five  hundred  feet  outside  of  the  bulkhead  line. 

Jersey  Flats. — This  section  comprises  the  extensive  area  of  the  river, 
known  as  the  Jersey  Flats,  immediately  south  of  Jersey  City,  and  extending 
to  the  entrance  of  the  Kill  Van  KuU.  It  embraces  4,886  acres.  Over  the 
general  surface  of  the  flats  there  is,  at  low  water,  an  average  depth  of  five 
feet — the  greatest  depth  inside  of  the  line  of  Ellis,  Bedlow's,  and  Oyster 
islands  being  six  feet.  The  only  mode  in  which  this  section  may  be  profit- 
ably employed,  is  by  its  conversion  into  wet  basins,  the  limits  of  which 
should  be  dependent  upon  the  mode  of  construction,  to  be  approved  by  com- 
petent engineers,  or  officers  appointed  for  the  purpose.  The  commissioners 
have,  therefore,  described  only  a  line  of  solid  filling,  which  is  the  line  of 
three  feet  depth  of  water,  as  laid  down  on  their  map. 

Kill  Van  Kull  and  Arthur  &  Kill,  or  Staten  Island  Sound. — The  jurisdic- 
tion of  these  waters  is  divided  between  the  states  of  New  York  and  New 
Jersey  to  the  entrance  of  Woodbridge  creek,  Avhence,  to  a  line  drawn 
from  the  light-house  at  Prince's  bay,  to  the  mouth  of  Matavan  creek,  the 
state  of  New  Jersey  enjoys  exclusive  jurisdiction.  Jt  is  competent,  there- 
fore, for  the  legislarlurc  of  this  state  to  adopt  limits  for  the  erection  of  struc- 
tures only  on  the  Staten  Island  shore,  to  a  point  opposite  to  the  entrance 
of  Woodbridge  creek.  The  duty  of  describing  lines  on  the  west  shore  of 
the  Hudson,  north  of  a  point  opposite  Spuyten  Duyvil  creek  to  the  forty- 


New  York  Harbor  Commission  Reports. 


143 


first  degree  of  north  htitude,  of  the  north  and  west  shores  of  the  Kill  Van 
KuU  and  Arthur's  Kill  to  the  month  of  Woodbridge  creek,  and  thence  to 
Prince's  Bay  liglit,  devolv  s  upon  the  legislature  of  New  Jersey. 

The  commissioners  recommend  that  the  line  of  ^olid  filling  on  the  south 
shore  of  tlie  Kill  Van  Kull  be  in  general,  the  twelve-foot  curve  of  water, 
and  that  the  pierhead  line  shall  not  extend  Ijeyond  the  line  of  twenty  feet 
water,  as  laid  down  on  the  commissioners'  map,  and  that  on  the  south  and 
east  shores  of  Arthur's  Kill  the  line  of  solid  filling  be  the  six-foot  curve  of 
water,  as  laid  down  on  the  map,  and  that  no  piers  or  other  structures  be 
erected  exterior  thereto. 

Tiiere  are  two  aspects  in  which  the  narrow  and  tortuous  streams  of  the 
Kill  Van  Kull  and  Arthur's  Kill,  are  to  be  viewed,  first,  as  means  for  the 
navigation  of  vessels,  and  secondly,  as  tidal  reservoirs  and  as  conductors  to 
the  large  receiving  basin  of  Newark  bay.  The  maintenance  of  navigation 
in  Newark  bay  is  of  great  importance  to  the  state  of  New  Jersey  for  the 
purposes  of  commerce,  and  to  New  York  as  a  tidal  reservoir  for  the  accu- 
mulation of  waters,  to  scour  the  bar  at  Sandy  Hook,  on  the  return  of  the 
ebb  tides  to  the  ocean.  The  advisory  council,  in  their  report  herewith  sub- 
mitted, marked  B,  describe  with  great  minuteness,  the  shoals  in  these 
streams,  the  chief  o£ which  is  directly  in  front  of  Newark  bay.  It  consists 
of  a  large  mud  fiat  which  forms  the  rising  ground  against  which  the  rece- 
ding waters  of  Newark  bay  impinge,  and  by  which  they  are  divided,  the 
currents  thence  setting  east  and  west  and  finding  their  outlets  in  New  York 
and  liaritan  bays.  This  shoal  owes  its  exist^ce  to  the  fact,  that  it  is  the 
seat  of  divergence  and  confluence  of  the  ebb  and  flood  tidal  currents  flowing 
from  either  direction.  Tlie  advisory  council  suggest,  that  it  would  not  be 
difficult  to  adopt  a  plan  of  improvement  at  this  point,  so  as  to  secure  the 
co-operation  of  the  natural  flow  of  the  water,  and  thus  bring  the  two  cul- 
dc-sacs  to  meet,  improving  generally  the  navigation  of  those  waters.  In 
view  of  the  possibility  of  such  improvement  being  made,  the  commissioners, 
lit  the  suggestion  of  the  advisory  council,  have  refrained  from  describing 
lines  at  this  point. 

Staten  Island,  from  Saihi's'  Snug  Harbor  to  north  latitude  forty  degrees, 
thirty-seven  minutes. — The  line  of  solid  filling  recommended,  is  the  six-foot 
curve  of  depth  of  water  and  the  pierhead  line,  the  line  generally  of  eighteen 
feet  depth  of  water,  as  laid  down  on  the  map. 

South  Side  of  Staten  Island. — The  general  character  and  situation  of  tliis 
section  are  those  of  an  external  seacoast,  and,  in  the  opinion  of  the  com- 
missioners, render  the  description  of  limits  for  the  erection  of  piers  and 
bulkheads,  unnecessary. 

Long  Island,  from  forty  degrees  thirty-seven  minutes,  north  latitude,  to  and 
including  Gowanus  Bay. — This  section,  with  the  preceding,  embraces  nearly 
the  Avhole  of  the  main  entrance  to  the  harbor  known  as  the  Narrows.  As 
this  narrow  gorge  forms  the  chief  inlet  of  the  waters  from  the  ocean,  the 
commissioners  regard  the  lines  they  have  laid  down,  the  extreme  limits  for 
the  erection  o^  docks  and  piers.  Lines  for  the  remaining  portions  of  the 
Narrows,  or  south  of  forty  degrees  thirty-seven  minutes  latitude,  the  com- 
missioners will  report,  before  the  legislature  will  have  acted  upon  those  now 
submitted. 

In  the  opinion  of  the  coimnissioners,  there  are  no  objectious  to  the  con- 


144  New  York  Harbor  Commission  Reports. 


version  of  the  whole  of  Gowanus  bay,  eastward  of  E,ed  Hook  and  Yellow 
Hook  channels,  into  wet  basins,  by  the  riparian  owners,  provided  a  free  flow 
of  water  be  secured,  so  as  to  maintain  the  present  capacity  of  the  bay  as  a 
tidal  reservoir,  and  preserve  the  navigation  of  Gowanus  creek,  and  that 
there  be  sufficient  excavation  of  the  land  under  water  in  such  basins,  to  com- 
pensate for  the  displacement  of  water  by  the  erection  of  walls,  piers,  and 
bulkheads.  The  plans  for  such  basins  ought  to  be  carefully  considered  and 
approved  by  competent  and  disinterested  persons,  to  secure  the  above  con- 
ditions, before  permission  be  granted  to  erect  the  basins. 

Brooklyn,  extending  from  the  Entrance  to  Gowanus  Bay,  to  Fulton  Ferry. — 
In  this  section,  from  Gowanus  bay,  the  line  of  solid  filling  and  of  piers  is  the 
same,  running  along  the  face  of  the  Atlantic  dock  for  about  two  thousand 
feet  from  the  southerly  terminus,  and  thence  diverging,  so  that  at  the  north 
corner  of  the  Atlantic  dock,  it  diverges  therefrom  sixty-six  feet ;  from  there 
the  pierhead  line  follows  generally  the  line  of  eighteen  feet  of  water  to  Har- 
rison street.  From  Harrison  street,  the  pier  line  to  Fulton  ferry  is"  slightly 
varied  from  the  line  of  last  year.  The  bulkhead  line  remains  the  same  as 
the  line  established  by  law. 

Brooklyn — Sections  from  Fulton  Ferry  to  the  U.  S.  Navyyard,  and  from 
(he  Navyyard  to  Newtown  Creek. — The  lines  for  these  sections  are  the  same 
as  recommehded  by  the  commissioners  i:i  their  report  of  29tli  January, 
1856. 

Hunter'' s  Point. — For  the  purpose  of  protecting  the  entrance  to  Newtown 
creek  the  commissioners  h^we  laid  down  a  line  at  Hunter's  point  on  the 
northerly  side  of  Newtown  creek,  which  they  recommend  shall  be  adopted 
as  the  exterior  limit;5  for  structures,  and  that  no  structures  shall  be  erected 
in  the  waters  within  such  limits,  until  approved  by  competent  and  disin- 
terested officers  appointed  for  that  purpose.  For  the  shores  of  Long 
Island  easterly  from  Hunter's  point,  the  shores  of  Newtown  creek  and  of 
New  York  and  Westchester,  together  with  those  of  the  islands  in  the  East 
river  and  the  bay  of  New  York,  the  commissioners  will  describe  lines  when 
the  maps  shall  have  been  completed,  and  before  the  legislature  shall  have 
acted  upon  the  lines  now  submitted. 

New  York- — East  Rioer,  from  Forty-second  Street  to  Thirty -eighth  Street. — 
A  high,  rocky  bluff  extends  from  Thirty-eighth  to  Forty-fifth  street  on 
the  water's  edge.  The  commissioners  appointed  by  the  corporation  of  the 
city  of  New  York  to  regulate  the  grades  of  the  streets,  assumed  that  the 
limits  of  the  city  would  be  projected  several  hundred  feet  into  the  river 
between  these  points,  and  so  reduced  the  grades  of  the  elevated  land  to 
about  six  feet  above  high  water,  on  the  supposition  that  the  surplus  rock 
would  be  required  to  fill  in  the  area  gained  from  the  river.  But  the  nar- 
row passage  way  between  New  York  and  Black  well's  island  forbids  the 
encroachment  on  its  waters,  and  the  exterior  line  must  be  run  close  to  the 
natural  shore.  In  this  area  as  on  the  high  lands  on  the  Hudson  river,  it 
will  be  necessary  to  provide  for  a  revision  of  the  grades  of  the  streets,  so 
as  to  avoid  the  necessity  of  removing  the  rock,  by  a  series  of  terraces. 

Section  from  Thirty-eighth  Street  to  Eighteenth  Street. — The  rea-ons  \vhic:li 
have  induced  the  commissioneis  to  describe  the  lines  recommended,  have 
been  set  forth  in  a  former  part  of  this  report. 

Section  from  Eighteenth  Street  to  Corlacr^s  Hook. — The  lines  drawn  for 
this  section  differ  somewhat,  though  not  materially,  from  those  recommend- 


New  York  Harbor  Commission  Beports. 


145 


ed  by  the  commissioners  in  their  report  of  2Jth  January.  The  line  of 
Tompkins  street  is  made  tlie  bulkhend  line  to  Eighteenth  street,  and  the 
pierhead  line  runs  with  a  varying  distance  fi  om  the  bulkhead  line  as  shown 
on  the  map.  From  Eivington  street  to  Corker's  Hook,  the  bulkhead 
line  is  East  street.  At  Corlaer's  Hook,  where  the  original  shore  line  of 
low  water  is  still  visible,  the  commissioners  recommend  that  the  bulkhead 
line  shall  be  extended  as  laid  down  on  their  map.  The  p'erhead  line  runs 
close  to  the  existing  structures. 

Section  from  Corlaer'' s  Hook  to  the  Battery. — The  bulkhead  and  pier  lines 
in  this  section  are  the  same  as  recommended  by  the  commissioners  in  their 
report  of  8th  January,  1856. 

The  Batter}]. — It  is  proper  that  provision  should  be  made  for  the  landing 
of  passengers  from  rowboats,  on  the  north  side  of  the  Battery,  and  on 
application  the  commissioners  indicated  a  suitable  site  within  the  rip-rap 
wall  now  erected  for  the  enlargement  of  the  Battery,  but  which  is  not  yet 
filled  up.  The  area  deemed  requisite  for  the  landing  of  passengers  and 
the  harborage  of  the  boats,  is  forty  by  fifty  feet.  Outside  of  the  rip-rap 
wall  a  basin  of  those  dimensions  is  inadmissible. 

The  contents  of  Hudson  river  between  Castle  Garden  and  one  mile 
north  of  Spuyten  Duyvil  creek,  are  about  four  hundred  millions  of  cubic 
yards,  of  which  there  are  enclosed  in  the  lines  of  solid  filling  described  by 
the  commissioners,  seventeen  millions  six  hundred  thousand  cubic  yards, 
or  about  one  twenty-fourth  of  the  area,  and  of  the  water  space  between 
Castle  Garden  and  Fort  Tompkins  in  the  Narrows,  about  one  twenty- 
eighth  is  appropriated  for  solid  filling  by  the  lines  of  the  commissioners. 

The  commissioners  submit  and  recommend  to  the  legislature  the  estab- 
lishment of  exterior  lines  as  described  on  the  accompanying  maps  for  the 
following  sections  of  the  harbor  of  New  York. 

East  Shore  of  the  Hudson  Uiver. 

Section  1.  From  the  Battery  to  the  southerly  side  of  Hammond  street. 
"     2.  From  the  south  side  of  Hammond  to  Fourteenth  street. 
"     3.  From  the  south  side  of  Fourteenth  street  to  Seventy-fifth  street. 
"     4.  From  the  south  side  of  Seventy-fifth  street  to  One  liundredand 
fifty-fourth  street. 

"     5.  From  the  south  side  of  One  hundred  and  fifty-fourth  street  to 

One  hundred  and  eighty-sixth  street. 
"     6.  From  the  south  side  of  ()ne  hundred  and  eighty-sixth  street  to 

one  mile  north  of  Spuyten  Duyvil  creek. 

West  Shore  of  the  Hudson  River, 

Section  7.  From  opposite  Spuyten  Duyvil  to  Day's  point. 

8.  From  Day's  point  to  a  point  1,000  feet  south  of  the  first  wharf 
north  of  Castle  point. 

9.  From  southerly  terminus  of  section  8,  south,  1200  feet  around 
Castle  point. 

10.  From  southerly  terminus  of  section  9  to  and  including  Jersey 
City  and  the  face  of  the  Morris  canal  basin. 

11,  Jersey  flats,  from  the  terminus  of  section  10  to  tlie  entrance  of 
the  Kill  Van  Kull. 

10 


146  Neiu  York  Harbor  Commission  Beports, 


Staten  Island. 

Section  12,  Southerly  and  easterly  shores  of  the  Kill  Van  KuU  and  Arthur's 
Kill  or  Staten  Island  sound  to  Woodbridge  creek. 
"     13.  From  Sailor's  Snug  Harbor  to  latitude  40°  37' 

Long  Islands 

14.  From  latitude  40°  37'  to  the  mouth  of  Gowanus  creek. 

15.  From  Gowanus  creek  to  Partition  street  in  the  city  of 
Brooklyn. 

16.  From  Partition  street  to  Fulton  ferry. 

17.  From  Fulton  ferry  to  the  United  States  Navyyard. 

18.  United  States  Navyyard  to  Newtown  creek, 

19.  Hunter's  point. 

Harlem  River. 
Section  20.  Both  shores  of  Harlem  river. 

East  liiver^  New  York. 

Section  21.  From  Forty -second  street  to  Rivington  street. 
"     22.  From  Rivington  street  to  the  Battery. 
"     23.  The  Battery. 
The  lines  which  have  been  described  for  the  foregoing  sections,  have  the 
unanimous  approval  of  the  commissioners,  except  the  lines  between  Four- 
teenth and  Eighteenth  streets.  East  river.  New  York,  and  on  the  Brooklyn 
shore,  between  Fulton  ferry  and  Atlantic  dock.    Mr.  Vanderbilt  dissents 
from  the  views  of  the  commissioners  in  respect  to  those  lines. 
There  remains  to  be  described  lines  for  the  following  sections : 

East  River. 

From  Forty-second  street,  New  York,  eastward.  Blackwell's  island, 
Ward's  island,  Randall's  island,  Governor's  island,  Bedlow's  island,  shores 
of  Long  and  Staten  islands  south  of  40°  37'  N.  latitude,  mouth  of  Spuy- 
ten  Duyvil  creek. 

The  commissioners  nave  now  nearly  discharged  the  duties  confided  to 
them.  They  have  caused  a  thoro'ugh  survey  of  the  harbor,  its  approaches 
and  tributaries  to  be  made,  the  soundings  in  every  part  of  its  waters  have 
been  taken,  and  the  strength  and  direction  of  its  currents  ascertained  and 
recorded ;  lines  for  the  limits  of  structures  on  its  shores  have  been  describ- 
ed, and  regulations  for  the  government  of  its  business  submitted.  The  in- 
formation obtained  is  exact  and  authentic,  and  whether  regarded  as  a 
guide  to  the  navigator,  as  a  means  of  determining  the  proper  limits  for 
the  erection  of  docks,  or  as  a  standard  of  reference  for  the  causes  and 
measures  of  changes  that  may  hereafter  occur  in  the  harbor,  it  constitutes 
a  body  of  evidence  of  great  value. 

The  merit  of  conducting  the  survey  to  its  successful  completion  belongs, 
exclusively,  to  Professor  Bache.  At  the  request  of  the  commissioners,  he 
cheerfully  and  gratuitously  assumed  the  direction  of  the  work,  selected  the 
sevend  hydrographic  and  topographic  parties,  devised  the  plan  of  procedure 
and  personally  superintended  its  progress,  from  the  commencement  to  its 


Section 
u 

(( 

a 
a 


New  York  Harbor  Commission  Reports. 


147 


completion.  No  detail,  however  trifling,  escaped  his  vigilant  supervision. 
The  manner  in  which  he  has  discharged  the  duties  which  devolved  on  him, 
while  illustrative  of  his  eminent  fitness  for  the  great  national  work  in 
which  he  is  engaged,  entitles  him  to  the  gratitude  of  all  connected  with 
the  commerce  of  the  port,  or  who  are  interested  in  the  preservation  of  its 
navigation. 

It  is  the  gratifying  duty  of  the  commissioners  to  present  to  the  notice  of 
the  legislature,  the  important  services  which  have  been  gratuitously  ren- 
dered to  the  state,  by  General  Joseph  G.  Totten,  chief  engineer  of  the 
United  States  army,  and  Commander  Charles  H.  Davis,  of  the  United 
States  navy,  who,  with  Professor  Bache,  formed  the  advisory  council  of 
the  commissioners.  Animated  by  the  single  desire  of  preserving  the  port 
of  New  York  in  all  its  usefulness,  they  brought  to  the  consideration  of  the 
subjects  referred  to  them,  the  diversified  experience  of  many  years  spent  in 
the  examination  and  improvement  of  harbors.  The  several  reports  they 
have  made  on  the  exterior  lines,  on  the  improvement  of  Hellgate,  on  the 
opening  of  Harlem  river  for  navigation,  and  on  the  preservation  of 
Gowanus  bay,  are  profound  dissertations  on  the  forces  and  actions  of  the 
currents ;  and  while  they  evince  in  some  degree  the  extent  of  the  labors  of 
these  gentlemen,  they  demonstrate  how  just  is  the  public  estimate  of  their 
scientific  attainments. 

Geo.  W.  Patterson, 
Preston  King, 
James  Bowen, 
John  Vanderbilt, 
Jno.  L.  Talcott. 

New  York,  January  27,  1857. 


APPENDIX 

TO 

REPORT  OF  HARBOR  COMMISSION,  1857. 


CONTENTS  OF  APPENDIX. 


A.  Beport  of  Professor  Bache  on  the  Progress  of  the  Survey  of  New  York  Harbor. 

B.  Second  General  Report  of  the  Advisory  Council  to  the  Harbor  Commission  on 

Lines  in  New  York  Harbor. 
B2.  Eeport  of  the  Advisory  Council  of  the  New  York  Harbor  Commission,  recom- 
mending certain  lines  in  the  East  and  North  Bivers,  and  in  Brooklyn,  July, 
1856. 

C.  Beport  of  Advisory  Council  on  Gowanus  Bay  and  its  Improvements,  July  31, 

1856. 

D.  Certificate  of  Commissioners  on  lines  in  Gowanus  Bay. 

E.  Beport  of  Advisory  CouncU  on  Quarantine  Anchorage  Grounds, 

F.  Beport  of  the  Advisory  Council  on  the  Hellgate  Passage,  regarded  as  a  channel 

of  approach  to  New  York  Harbor. 

G.  Commissioners'  Letter  to  Hon.  William  H.  Seward,  United  States  Senator,  on 

Improvements  of  Hellgate. 

H.  Beport  of  Advisory  Council  to  the  Commissioners  on  Harbor  Encroachments, 

on  Harlem  Biver  and  Spuyten  Duyvil  Creek. 

I.  Commissioners'  Letter  to  the  Mayor  of  New  l^ork  on  a  proposed  exterior  line 
for  a  portion  of  New  York. 

J.  Ordinance  of  the  Corporation  of  New  York  fixing  an  exterior  line  for  a  portion 
of  New  York  on  the  Eapt  Biver. 

K.  Communication  of  Citizens  of  Brooklyn  in  favor  of  an  exterior  street  on  the 
water  front  of  that  city. 

L.  Bemonstrance  of  Citizens  of  Brooklyn  against  such  street. 

M.  Beports  of  Professor  Bache  and  Lieut.  Commanding  B.  Wainright,  TJ.  S.  N., 
on  a  Survey  of  Hudson  Biver  between  New  Baltimore  and  Albany. 

N.  Evidence  taken  by  the  Commissioners  in  respect  to  Wharfage  Bates. 

O.  Testimony  on  the  condition  of  the  piers  and  slips  of  New  York  on  the  naviga- 
tion of  the  Harbor. 

P.  Value  of  wharf  property  owned  by  the  Corporation  of  the  City  of  New  Y''ork  as 
estimated  in  the  Annual  Beport  of  the  City  Comptroller,  February  15,  1856. 
Q.  New  Piers  at  Staten  Island. 


(A.) 


REPORT  OF  PROFESSOR  BACHE. 

Coast  Survey  Office,  > 
Washington,  December  2,  1856.  J 

Sir:  I  have  the  honor  to  submit  to  the  commissioners  on  harbor  en- 
croachments, my  report  upon  the  operations  undertaken  by  their  request  in 
New  York  bay  and  harbor  and  the  environs. 

After  conference  with  the  commissioners  in  May  last,  the  following  op- 
erations were  submitted  as  necessary  to  complele  the  work  undertaken  for 
them  by  the  coast  survey,  and  commenced  under  the  law  of  the  state  of 
New  York,  and  the  resolutions  of  the  commissioners,  and  by  the  authority 
of  the  President  of  the  United  States  : 

1.  The  completion  of  the  survey  of  the  harbor  and  adjacent  lands  ac- 
cording to  the  map  submitted  by  me  to  the  commissioners,  and  the  drawing 
of  the  map  resulting  from  this  survey. 

The  work  of  last  season  and  that  necessary  to  complete  the  commission- 
ers' map,  are  shown  in  characteristic  colors  on  the  map. 

2.  Maps  on  the  scale  of  fifty  feet  to  the  inch,  showing  the  water  grants 
and  the  wharves  and  slips  of  New  York,  Kings,  and  Richmond  counties. 

3.  Connected  with  these,  the  marking  of  the  exterior  and  bulkhead  lines 
on  the  maps  and  on  the  ground,  and  their  connection  with  the  stations  of 
the  coast  survey  to  insure  permanence. 

4.  The  marking  on  a  map  of  the  original  shore  line,  and  comparative 
map  of  the  city  of  New  York  at  different  periods. 

5.  The  continuance  of  the  observations  at  Sandy  Hook  to  develop  the 
causes  of  the  increase  of  its  northern  point  into  the  main  ship  channel. 

The  survey  noted  in  ( 1 )  will  include  the  completion  of  the  hydrography 
of  the  harbor  and  approaches  of  Harlem  river,  Hellgate  and  the  sound  to 
Throg's  Neck,  within  the  limits  of  the  project  for  the  commissioners'  map 
approved  last  year. 

6.  The  survey  of  the  Hudson  will  be  continued,  the  overslaugh  will  be 
particularly  examined,  and  the  results  be  reported  to  the  commissioners. 
The  pi  ogress  of  the  tidal  wave  up  the  river  will  also  be  examined. 

In  submitting  this  project  I  stated  that  should  the  completion  of  this 
work  be  directed,  the  parties  would  be  assigned  as  they  became  available, 
and  every  effort  would  be  made  to  complete  the  field  work  before  next 
winter. 

At  a  meeting  of  the  harbor  commissioners,  held  on  the  26th  of  May,  1856, 
this  plan  was  submitted  and  approved,  and  I  w^as  requested  to  go  forward 
in  its  execution.  I  have  now  the  honor  to  report  that  the  field  work  is 
essentially  completed,  and  that  considerable  progress  has  been  made  in  the 
maps,  and  will  present  in  detail  the  statement  of  the  work  executed. 

As  laid  cut,  the  operations  consisted  of  triangulation  under  the  charge 
of  Edmund  Blunt,  Esq.,  assistant  United  States  coast  survey,  assisted  dur- 
ing parts  of  the  season  by  Lieutenants  Aug.  H.  Seward,  United  States  army, 


152 


New  York  Harbor  Commission  Beport's. 


and  I.  C.  Clark,  United  States  army,  assistants  in  the  coast  survey,  and  by 
George  H.  Bagwell  and  Charles  Ferguson,  sub-assistants.  Of  tlic  topog- 
raphy under  the  charge  of  F.  H.  Gerdes,  Esq.,  assistant.  United  States 
coast  survey,  aided  by  Sub- Assistant  J.  G.  Oltmanns  ;  of  topography  under 
charge  of  Assistant  H.  L.  Whiting,  aided  by  Mr.  F.  W.  Dorr ;  of 
topography  under  the  charge  of  Assistant  S.  A.  Gilbert,  aided  by  Sub- As- 
sistants J.  A.  Sullivan  and  M.  Seaton,  and  by  Mr.  AY.  S.  Gilbert;  of  to- 
pography under  charge  of  Assistant  A.  M.  Harrison,  aided  by  Messrs.  P.  R. 
Hawley,  W.  H.  Dennis  and  F.  H.  Alexander  ;  of  topography  under  charge 
of  Assistant  A.  S.  Wadsworth  and  of  Mr.  A.  Strausz;  of  topography  under 
charge  of  Messrs.  A.  Balbach  and  F.  W.  Dorr.  Of  hydi'ogi'aphy  under 
the  charge  of  Lieutenant  Commanding  T.  A.  Craven,  United  States  navy, 
and  of  Lieutenant  Commanding  Richard  Wain^vright,  United  States  navy, 
assistants  in  the  coast  survey,  assisted  by  the  officers  of  their  hydrographic 
parties.  Of  measurements  of  city  wharves  and  details  under  charge  of  A. 
Boschke,  Esq.,  of  the  United  States  coast  survey. 

The  drawings,  exclusive  of  those  made  by  the  parties  in  the  field  and 
afloat,  have  been  under  the  direction  of  Mr.  A.  Boschke. 

I  proceed  to  give  the  details  of  the  execution  of  this  work  from  the  re- 
ports of  the  assistants  engaged  in  it,  and  my  own  personal  supervision 
which  has  been  given  at  ditFerent  periods  of  the  surveying  season  as  tlie 
necessities  of  the  case  seemed  to  require. 

Triangulation. — In  continuation  of  the  work  begun  last  year  for  the  com- 
missioners on  harbor  encroachments,  Assistant  Edmund  Blunt  resumed  work 
on  the  4th  of  April,  and  has  since  been  incessantly  employed  in  restoring, 
where  practicable,  the  old  points  of  reference  in  the  triangulation  and  in  de- 
termining new  ones  for  the  use  of  the  topographical  and  hydrographic  par- 
ties. He  remarks  that  "  the  destruction  of  points  formerly  used  by  improve- 
ments, necessitated  in  this  season  the  use  of  the  tops  of  buildings  in  order 
to  connect  the  work  with  the  triangulation  made  in  1834  and  1835 

"  Several  points  of  a  permanent  nature  on  Manhattan  island  have  been 
marked,  and  as  soon  as  the  iron  tower,  now  in  progress  of  erection,  is 
finished,  its  position  will  be  determined,  in  order  to  prevent  difficulty  here- 
after, in  case  other  surveys  shall  be  required. 

"  There  are  some  places  on  Staten  Island,  in  New  York  city,  and  m  New 
Jersey,  which  can  be  secured,  so  as  to  be  available  at  all  tiuies,  notwith- 
standing the  changes  which  may  occur  in  the  march  of  improvement." 

In  prosecuting  the  work  of  the  present  season.  Assistant  Blunt  occupied 
twelve  primary  and  a  hundred  and  fifty-four  secondary  stations.  The 
statistics  of  observations  made  at  these  are  as  follows : 

Number  of  series  measured  on  primary  signals   48 

Measurements  of  primary  angles. .   498 

Number  of  series  measured  on  secondary  objects   1349 

Measurement  of  secondary  angles   7682 

The  data  furnished  by  the  labors  of  Mr.  Blunt,  from  time  to  time, 
tliroughout  the  summer  and  autumn,  were  furnished  at  once  as  the  basis  of 
the  topography  executed  by  Assistants  Gilbert  and  AVhiting,  and  of  the  hy- 
drography of  Lieut.  Commanding  Craven.  Checks  were  furnished  also  for 
mapping  the  wharves  of  New  York  city  and  Brooklyn,  and  for  the  detailed 
topography  of  Harlem  river,  in  chaige  of  Mr.  A.  Boschke. 


New  York  Harbor  Commission  Beports.  153 


Sub-Assistant  Cliarles  Ferguson  served,  in  the  early  part  of  the  season, 
under  the  direction  of  Assistant  Blunt.  His  party  was  later  joined  by 
Lieut.  I.  C.  Clark,  United  States  army,  assistant,  and  Sub-Assistant  G. 
H.  BagweU. 

Under  the  direction  of  Assistant  Edmund  Blunt,  a  series  of  triangles, 
commencing  at  New  Baltimore,  was  carried  nortliward  on  the  Hudson 
river,  to  within  a  uiile  of  the  city  of  Albany.  The  details  of  this  work, 
intended  to  furnish  the  means  of  comparison  with  surveys  made  of  that 
part  of  the  river  in  previous  yeai-s,  were  executed  by  Lieut.  A.  H.  Seward, 
United  States  army,  assistant  in  the  coast  survey  ;  Lieut,  A  P.  Hill, 
United  States  army,  assistant,  was  associated  with  Lieut.  Seward,  in  field 
service. 

The  work  on  the  Hudson  nver  was  begun  on  the  8th  of  July,  and  con- 
tinued until  the  1st  of  October.    Lieut.  Seward  reports  as  statistics : 


Main  signals  erected   24 

Secondary        do   54 

Main  stations  occupied   16 

Secondaiy          do   33 

Number  of  sets  of  repetitions   612 

Single  observations  made  in.  measuring  angles    3666 


The  area  covered  by  the  triangulation  is  about  twelve  square  miles. 

Topography  of  the  Environs  of  Xew  York  Citij. — Assistant  F.  H.  Gerdes 
resumed,  on  the  1st  of  July,  the  fieldwork  requisite  to  fill  in  detail  the 
topographical  sheets  commenced  last  year  by  himself,  ar.d  by  Sub- Assistant 
I.  G.  Oltmanns,  under  his  direction.  Within  the  season,  the  resurvey  for 
the  commissioners  on  harbor  encroachments,  has  been  completed,  on  both 
shores  of  the  East  river,  from  the  mouth  of  Harlem  river  to  Throg's  Neck. 
The  topography  of  the  interior  of  Long  Island,  eastward,  as  far  as  to  in- 
clude Jamaica,  and  southward  to  a  junction  with  the  work  of  Assistant 
Gilbert,  has  also  been  executed.  The  limit  in  that  direction  reached  in 
the  operations  of  Assistant  Gerdes,  ranges  eastward  and  northward  from 
the  head  of  Gowanus  bay,  by  a  curved  line  through  the  villages  of  Mount 
Prospect,  Bedford,  and  Centrcville,  to  beyond  Jam:;i<'a. 

The  details  are  comprised  on  five  plane  table  sheets,  the  first  of  which 
includes  the  topography  of  the  interior  from  King's  Bridge  to  Throg's  Neck, 
on  both  shores  of  East  river.  Thirteen  villages  are  embraced  and  repre- 
sented within  its  limits.  A  second  sheet  comprises  the  interior  of  Long 
Island,  from  Astoria  to  Whitestone,  with  three  towns.  The  shore  line  of 
this,  and  that  of  the  first  sheet  mentioned,  was  traced  by  Assistant  Gerdes 
last  year.  The  interior,  extending  from  Astoria  and  Greenpoint  to 
Flushing  and  Jamaica,  constitutes,  T\-ith  six  other  towns  and  villages,  the 
prominent  details  of  a  third  sheet,  begun  and  completed  this  season.  The 
fourth  contains  the  topography  of  Long  Island,  immediately  adjacent  to 
New  York  city.  This  sheet  extends  to  East  New  York,  and  includes  the 
consolidated  cities  of  Brooklyn,  Williamsburgh,  and  Greenpoint,  with  five 
^■illages  and  towns.  The  concluding  work  of  Assistant  Gerdes,  on  Long 
Island,  embraces  on  a  fifth  sheet,  the  interior  between  East  New  York  and 
Jamaica,  both  of  which  are  represented  on  it. 


154 


New  York  Harbor  Commission  Reports. 


The  five  sheets  above  described  were  completed  previous  to  the  middle 
of  October,  and  present  the  following  aggregate  of  statistics  • 


Assistant  Gerdes  has  since  filled  in  the  topographical  details  of  his  sheet 
of  Hudson  river,  carrying  the  work  from  Hoboken  on  the  western  shore, 
and  above  Spuyten  Diiyvil  creek  on  the  eastern,  upward,  and  terminating 
for  the  season  at  Palisade  point,  above  Fort  Lee, 

Mr.  Charles  H.  Boyd  and  Mr.  R.  E.  Halter  served  as  aids  in  the  party. 

Topograph!  of  Southwestern  Part  of  Long  Island. — Assistant  S.  A.  Gil- 
bert who  had  commenced  work  in  this  locnlity  last  season,  tracing  then 
the  shore  line  from  Gowanus  southward  to  Gravesend  bay,  and  thence 
from  the  outer  beach  eastward  beyond  Rockaway  inlet,  was  preceded  in 
the  field  work  of  the  present  season  by  Sub- Assistant  J.  A.  vSullivan  and 
M.  Seaton.  Their  operations  were  commenced  on  the  loth  of  July,  but 
an  accident  to  the  schooner  Petrel  and  the  illness  of  Mr.  Sullivan,  materi- 
ally retarded  the  progress  which  otherwise  would  have  been  made,  previ- 
ous to  the  arrival  of  Assistant  Gilbert  on  the  27th  of  August.  He  at 
once  made  arrangements  required  by  the  circumstances  of  the  parties 
under  his  direction  for  pressing  forward  the  plane  table  survey  of  the 
interior. 

Commencing  at  the  western  extremity  of  Long  Island,  the  detailed  re- 
survey  for  the  commissioners  on  harbor  encroachments  is  now  complete 
eastward  to  Far  Rockaway,  and  from  the  Atlantic  shore  of  the  island  north- 
ward to  the  limits  of  the  ^vork  of  Assistant  Gerdes,  finished  also  within  the 
present  season.  The  results  of  Mi-.  Gilbert  are  comprised  on  five  plane 
tables  sheets,  the  first  of  which  in  the  order  of  execution  contains  'n  detail 
the  shores,  islands  and  topographical  features  of  Jamaica  bay,  PeFu  an  iiilet 
near  the  western,  and  Rockaway  Pavilion  adjacent  to  its  eastern  limits. 
Proceeding  westward,  a  second  includes  the  interior  to  Gravesend  bay,  and 
from  Coney  island  to  latitude  40  deg.  37  min.  north,  with  the  towns  of 
Gravesend,  New  Utrecht,  and  Bath.  A  third  embraces  the  details  between 
Bath  and  Gowanus,  the  completion  of  which  was  much  delayed  by  the 
prevalence  of  yellow  fever  in  the  district  lying  northward  of  Fort  Hamilton. 
The  fourth  sheet  extends  eastward  from  Gowanus  and  the  adjoining  limits 
of  the  two  last  mentioned,  to  longitude  73  deg.  55  min.  west,  joining  on 
the  north  with  the  plane  table  work  of  Mr.  Gerdes.  The  interior  lying 
between  tlie  Long  Island  railroad  and  Jamaica  bay,  including  the  towns  of 
Flatbush  and  Fiatlands,  the  villages  of  Greenfield,  Tottenvillc,  and  AVindsor 
Terrace,  and  adjacent  features,  comprise  the  details  of  the  fifth  sheet. 

Sub- Assistant  Seatoii  made  the  reconnoissance  for  points  of  reference, in 
the  work  between  Flatbush  and  Jamaica  bay,  traced  sixteen  miles  of  shore 
line,  and  assisted  in  the  topography  of  that  vicinity. 

Assistant  Gilbert  remarks  that :  "  The  country  over  which  the  opera- 
tions were  extended,  excepting  that  in  the  immediate  vicinity  of  Jamaica 
bay,  is  of  a  kind  requiring  the  utmost  care  in  order  to  insure  accuracy." 

The  plane  table  work  was  conducted  by  Assistant  Gilbert,  with  due  re- 
gard to  all  the  requirements  likely  to  become  desirable  in  the  future  devel- 


Miles  of  roads  surveyed  

do.      marsh  line  

do,      shore  line  of  rivers  and  creeks  

Area  of  space  included  in  sheets  (square  miles) 


362 
52 
35 
87 


Neiv  York  Harbor  Commission  Reports. 


155 


opment  of  the  western  part  of  Long  Island.  Ilis  plane  table  work  executed 
this  season  comprises,  exclusive  of  the  surveys  of  towns  already  mentioned, 
forty-three  miles  of  road  and  thirty-seven  miles  of  shore  line  within  an  area 
of  twenty  square  miles.  Seventy-eight  miles  of  roads  and  forty-one  of 
shore  line  were  traced  by  the  party  of  Sub-Assistant  Sullivan.  The  con- 
touring and  intricate  portions  of  work  falling  on  the  several  sheets  were  ex- 
ecuted by  Assistant  Gilbert. 

Topography  of  Staten  Island. — The  shore  line  of  this  island,  a  considera- 
ble part  of  which  had  been  traced  in  the  resurvcy  for  the  commissioners  on 
harbor  encroachments,  at  the  date  of  my  last  annual  report,  has  since  been 
verified,  and  the  new  survey  of  the  entire  island  completed  by  the  party  of 
Assistant  Henry  L.  Whiting.  His  party  commenced  in  the  field  on  the 
11th  of  June,  and  the  work  was  prosecuted  with  great  diligence  throughout 
the  season  until  the  end  of  November. 

At  intervals  during  its  progress  a  plane  table  additional  to  that  used  by 
Assistant  ^Yhiting,  was  kept  employed  under  his  direction  and  arrangement, 
by  Mr.  F.  AV.  Dorr,  the  aid  in  his  party.  The  topographical  resurvey  of 
Staten  Island  is  comprised  in  three  sheets,  the  first  of  which  includes  the 
northeastern  and  middle  part,  extending  as  low  down  as  a  line  joining 
Fresh  Kills  and  Great  Kills,  together  with  tiie  towns  of  Factoryville  and 
New  Brighton,  on  the  northern  shore.  The  Quarantine,  Stapleton,  and 
Vanderbilt's  landing,  bordering  on  New  York  bay  :  and  Spray  ville.  New 
Dorp,  and  Richmond,  in  the  interior.  The  southern  part  of  the  island  ter- 
minating at  Ward's  point,  is  embraced  on  the  second  sheet,  and  also  the 
town  of  Rosevillc  on  Arthur's  Kill.  The  topography  of  the  third  sheet, 
which  contains  the  northwestern  part  of  Staten  Island,  comprises  in  the 
survey  the  towns  Port  Richmond,  Frame  village,  Old  Places,  and  Chelsea. 

The  following  remarks  upon  natural  features,  as  coming  under  his  notice 
in  the  field,  are  contained  in  the  report  of  Assistant  Whiting  : 

"  Staten  Island  presents  variety  as  great  in  the  contrasts  of  surface  as  it 
does  in  scenery,  and  is  certainly  one  of  the  most  picturesque  and  beautiful 
of  all  the  islands  on  the  Atlantic  coast.  The  highest  land  seems  mostly 
confined  to  the  northeastern  part  of  the  island  where  some  of  the  hills  range 
over  four  hundred  feet  in  height.  These  reach  to  the  very  shore  on  the 
north  and  east  and  there  develop  into  the  pleasing  villa  sites  of  Clifton  and 
NeAv  Brighton.  Several  valleys  run  through  tliis  high  land  in  different 
directions,  forming  a  most  agreeable  variety  of  hill  and  dale,  the  undulations 
of  which  admit  ot  the  highest  degree  of  cultivation.  At  the  eastern  side 
bordering  on  the  "  Narrows"  of  New  York  harbor,  the  range  of  higii  land 
leaves  the  shore  and  tends  southwesterly  toward  the  middle  of  the  island 
where  it  abruptly  terminates.  Beyond  this  and  extending  to  the  southern 
end  lies  a  level  tract,  richly  and  variously  cultivated." 

The  statistics  of  the  complete  survey  are  thus  stated  in  the  season's 
report : 


Miles. 

Shore  line  represented  on  topographical  sheet   54^ 

Length  of  creels s  surveyed   57 

Outline  of  marsh   69 

Roads   308 

Area  in  square  miles.    52 


156  New  Yorlc  Harbor  Commission  Reports. 


In  reference  to  the  survey,  Mr.  Whiting  remarks:  Staten  Island,  in 
diversity  of  feature,  is  one  of  the  finest  subjects  possible  for  displaying  the 
effectiveness  and  superiority  of  the  system  and  style  adopted  for  the  topo- 
graphical work  of  the  coast  survey." 

Assistant  Whiting  executed  also  the  topography  of  Bergen  Neck,  extend- 
ing the  detailed  work  from  the  point  upward,  a  distance  of  two  miles  and 
a  half. 

When  ray  report  of  last  season  was  presented,  the  party  of  Assistant  A. 
S.  Wadsworth  was  still  engaged  in  tracing  the  shore  line  of  Staten  Island 
sound.  Thirty-five  miles  of  shore,  additional  to  that  previously  reported, 
were  transferred  to  the  plane  table  by  himself,  or  by  Messrs.  H.  S.  Duval 
and  J.  Mehan,  serving  under  his  direction.  This  work,  as  before  remark- 
ed, combines  with  the  survey  of  the  vicinity  since  completed  by  Assistant 
H.  L.  Whiting. 

Topography  from  Sandy  Hook  ivestward. — In  the  prosecution  of  worK 
for  the  commissioners  on  harbor  encroachments,  Assistant  A.  M.  Harrison 
traced,  before  the  close  of  last  season,  the  shore  line  of  Raritan  and  Sandy 
Hook  bays,  including  that  of  Sandy  Hook  as  low  down  as  Shrewsbury 
inlet ;  and  his  operations  of  the  present  year,  in  this  section,  were  confined 
to  the  filling  in  with  detail  the  three  sheets  then  marked  out.  The  first  of 
these  in  the  order  of  completion,  extends  from  the  Haritan  river  south- 
eastward along  the  coast  of  New  Jersey  to  the  town  of  Union,  which  it 
includes,  as  well  as  the  village  of  South  Amboy,  and  the  town  of  Keyport. 
From  the  shore  of  Raritan  bay,  the  plane  table  work  was  carried  into  the 
interior,  and  made  to  include  a  belt  varying  in  width  from  a  mile  to  a  mile 
and  a  half.  The  character  of  the  upper  or  western  part  of  this  tract  is 
hilly  and  wooded ;  that  of  the  lower  end,  level  and  thickly  settled,  culti- 
vated, and  intersected  by  many  roads. 

The  second  sheet  completed  by  Mr.  Harrison,  connects  with  the  former 
at  Union,  and  comprises  the  detailed  topography  of  the  shore  and  interior 
for  a  mile  and  a  half,  stretchinof  southeast  to  the  western  base  of  the  High- 
lands  of  Navesink.  The  village  of  Port  Monmouth  is  represented  on  this 
sheet,  with  many  farms  and  considerable  forest  laud.  The  district  included 
within  its  limits  is  generally  level,  excepting  that  falling  on  the  eastern  end 
of  the  sheet.  The  last  topographical  sheet,  concluding  the  survey  of  the 
vicinity,  contains  the  highlands  of  Navesink,  Sandy  Hook,  and  Shrewsbury 
bay  and  inlet. 

Assistant  Harrison  took  up  the  plane  table  work  of  the  interior  in  July, 
and  completed  the  sheets  finally  at  the  end  of  the  surveying  year.  Pie  was 
aided  by  Mr.  P.  R.  Hawley  and  Mr.  W.  H.  Dennis,  and  during  a  part  of 
the  season  by  Mr.  F.  W.  Alexander. 

The  statistics  of  the  work  executed  are  as  follows  : 

Miles. 

Shore  line  surveyed  134i 

Koads   76i 

Area  included  (square  miles)   23 

Hydrography  of  New  York  Bay  and  Harhor. — The  hydrographic  work 
of  Lieut.  Commanding  T.  A.  Craven,  United  States  navy,  assistant  coast 
survey,  in  continuation  of  that  begun  last  year,  for  the  commissioners  on 
harbor  encroachments,  was  resumed  in  the  steamer  Cor  win,  on  the  I7th 


New  Yorlc  Harbor  Commission  Beports. 


157 


of  June.  Soundings  in  the  present  season  were  extended  from  the  lightship 
through  the  Narrows,  and  the  entire  eastern  portion  of  the  bay  and  harbor, 
together  with  East  river,  to  Throg's  point,  Little  Hellgate,  and  Harlem 
river.  For  the  data  requisite  in  the  reduction  of  the  soundings,  eight  tidal 
stations  were  used  by  the  party,  and  observations  were  made  at  twenty-five 
stations  on  currents.  One  hundred  and  twenty-five  specimens  of  bottom 
were  taken  with  soundings  in  various  parts  of  the  harbor  and  its  dependen- 
cies. The  work  was  discontinued  on  the  13th  of  November,  at  which  time 
Lieut.  Commanding  Craven  reported  as  the  result  of  the  season's  operations: 

Miles  run  in  sounding   978 

Angles  determined   4,733 

Total  number  of  soundings  45,650 

About  fifty-five  square  miles  of  water  area  were  included  in  the  soundings. 

IlijdrograpJuj  o  f  the  Hudson  River  — The  party  of  Lieut.  Commanding 
Richard  Wainwright,  United  States  navy,  assistant  in  the  coast  survey,  in 
the  schooner  Nautilus,  on  the  first  of  August,  commenced  the  hydrogmphy 
of  the  Hudson,  about  a  mile  below  New  Baltimore,  and  continued  it  up  the 
river  to  the  city  of  Albany. 

This  work  was  directed  in  order  to  determine  the  character  and  extent 
of  the  changes  which  have  occurred  in  that  part  of  the  river  which  includes 
the  ^'  Overslaugh'"  A  base  was  measured  by  Mr.  A.  Strausz  of  the  party 
of  Lieutenant  Commanding  AYainwright,  upon  a  site  selected  by  Assistant 
Edmund  Blunt,  and  the  requisite  plane  table  work  commenced  a  little  be- 
low New  Baltimore.  The  party  was  shortly  after  joined  by  Assistant  A. 
S.  AVads worth,  who  remeasured  the  base,  and  continued  the  topography 
of  the  banks  of  the  river  toward  Albany  from  the  limit  reached  by  %lx\ 
Strausz. 

The  mean  length  of  the  base  determined  from  the  two  measurements  is 
1,5.SL82  metres.  Fifty-four  and  a  half  miles  of  shore  line  were  traced  and 
furnished  to  the  hydrographic  party  by  the  joint  labors  of  Assistant  Wads- 
worth  and  Mr.  Strausz. 

The  statistics  of  work  executed  by  the  party  of  Lieutenant  Commanding? 
Wainwright  are  as  follows  : 


Miles  run  in  sounding   224 

Angles  observed   3,582 

Total  number  of  soimdings   24,039 

Current  observations  noade   12 


Three  tide  gauges  were  employed  in  order  to  furnish  means  for  reducing 
the  soundings. 

The  results  obtained  in  this  survey  will  be  combined  on  a  map  of  com- 
parison showing  the  alterations  of  outline  and  of  depth  which  have  taken 
place  since  the  survey  made  by  the  engineer  dep{;rtment  in  1853. 

Tides  and  Currents. — For  the  purpose  of  investigating  the  cause  of  changes 
in  the  .^-hore  line  of  Sandy  Hook,  Sub-Assistant  H.  Mitchell  commenced  un- 
der my  direction  a  series  of  elaborate  observations  and  experiments  in  that 
vicinity,  with  a  view  to  determine  the  nature  of  the  currents  and  the  course 
of  their  action  as  affecting  the  shores;  objects  of  various  specific  gravities 
were  used,  the  place  of  deposit  by  the  action  of  the  water  under  different 
circumstances  being  noted  in  the  several  cases. 


158.  New  York  Harbor  Commission  Reports, 


It  is  known  as  one  of  the  devdopments  by  the  coast  survey  that 
the  peninsula  of  Sandy  Hook  is  gradually  incrensing,  growing  to  the 
northward  into  the  main  ship  channel.  A  spot  north  of  the  Hook  where 
there  was  forty  feet  of  water  when  Captain  Gedney  made  his  survey, 
in  less  than  ten  years  was  nearly  bare  at  low  water.  The  importance  of 
determining  the  cause  of  this  increase,  as  leading  to  the  means  of  controlling 
it,  cannot  be  over  estimated. 

Various  causes  had  been  assigned  for  this  growth,  by  the  actions  of  the 
waves  and  the  winds,  sometimes  on  the  outer  side  and  sometimes  on  the 
inner  side  of  the  Hook.  The  effect  of  the  opening  and  closing  of  Shrews- 
bury inlet  had  also  been  insisted  upon. 

To  examine  these  and  other  probable  causes,  laborious  observations  of 
tides  and  currents  have  been  made  in  the  vicinity  at  numerous  stations. 
Careful  measurements  of  the  low  water  line  have  also  been  made  in  con^ 
nection  with  these  observations,  and  with  others  of  the  force  and  direction 
of  the  wind.  Objects  easily  distinguished  from  the  sand,  and  of  various 
specific  gravities  and  shapes,  had  been  deposited  near  tlie  shore  of  the  Hook, 
to  determine  the  power  and  direction  of  transportation  of  matter.  It  is 
easy  to  see  how  laborious  all  of  these  observations  are,  and  that  some  of 
them  are  even  attended  with  considerable  danger,  hence  the  credit  to  be 
given  to  Mr.  Mitchell  may  be  measured.  The  results  of  these  observations 
Jiave  not  yet  been  worked  out  in  all  their  detail,  but  the  conclusions  from 
them  are  perfectly  safe  and  of  the  highest  importance.  It  turns  out  that 
this  growth  of  the  Hook  is  not  an  accidental  phenomenon,  but  goes  on  reg- 
ularly and  according  to  determinable  laws.  The  amount  of  increase  de- 
pends upon  variable  causes,  but  the  general  fact  is  that  it  increases  year  by 
year,  and  the  cause  of  this  is  a  remarkably  northwardly  current,  the  amount 
and  duration  of  which  these  observations  assign  along  both  shores  of  the 
Hook,  the  current  outside  extending  across  the  whole  breadth  of  False- 
hook  channel,  with  varying  velocity  ;  and  the  one  in  the  inside  of  the  Hook, 
extending  nearly  one  third  of  the  distance  across  Sandy  Hook  bay.  These 
currents  run  to  the  north  during  both  the  ebb  and  flood  tides,  with  varying 
rates,  and  result  from  those  tides  directly  and  indirectly.  The  inner  cur- 
rent is  the  one  by  which  the  flood  and  ebb  tides  draw,  by  the  lateral  com- 
munication of  motion,  the  water  from  Sandy  Hook  bay,  and  the  outer  is 
similarly  related  to  these  tides  as  they  pass  False  Hook  channel.  The 
velocities  and  directions  which  have  been  found,  prove  this  conclusively. 

An  important  observation  for  navigation  results  from  this ;  for  more  than 
seven  hours  out  of  twelve  there  is  a  northwardly  current  running  through 
False-hook  channel,  which  assists  vessels  entering  New  York  harbor  on 
the  ebb  tide,  and  to  be  avoided  in  passing  out  with  the  ebb.  This  north- 
wardly current  runs  on  the  inside  for  eleven  hours  out  of  the  twelve.  It 
is  the  conflict  of  these  two  northwardly  currents,  outside  and  inside,  and 
the  deposit  of  the  materials  which  they  carry  to  the  point  of  the  Hook,  which 
cause  its  growth. 

Witiiin  a  century  it  has  increased  a  mile  and  a  quarter,  and  at  about  the 
rate  of  one  sixteenth  of  a  mile  a  year  on  the  average,  for  the  last  twelve 
years.  Flynn's  Knoll,  on  the  north  side  of  the  main  ship  channel,  does  not 
give  way  as  the  point  of  the  Hoolc  advances.  The  importance  of  watching 
this  movement  cannot  therefore  be  overstated. 


New  York  Harbor  Oommission  Btjjorts,  159 


The  mode  of  controlling  the  growth,  is  obvious,  from  the  result  obtained. 
The  observations  are  still  continued,  to  obtain  the  necessary  numerical  re- 
sults. 

Observations  on  tidal  and  other  currents  were  made  in  the  docks  of  New- 
York,  in  Atlantic  dock,  Brooklyn,  Buttermilk  channel,  and  tlic  vicinity. 

Sub-Assistant  Mitchell  conducted  also  the  observations  requisite  in  the 
investigation  of  the  tides  and  currents  of  Newark  bay  and  the  Kills.  Fif- 
teen stations  were  occupied  in  connection  with  the  tides  of  the  bay  and  Kill 
Van  KuU  and  Arthur's  Kill,  and  nine  in  the  observations  on  currents.  At 
each  station  an  observer  on  shore  noted  the  rise  and  fill  of  the  tide  upon 
a  tide-gauge,  while  another,  from  a  boat  anchored  in  the  stream,  observed 
simultaneously  the  velocity  and  direction  of  the  current.  Several  sets  of 
stations  were  occupied  daily  during  the  progress  of  the  work. 

In  the  early  part  of  August,  eight  tidal  stations  were  established  on  the 
Hudson  river,  between  Albany  and  New  York  city.  The  localities  were 
selected  by  Lieut.  W.  P.  Trowbridge,  United  States  engineers,  assistant  in 
the  coast  survey.  The  gauges  were  placed  at  intervals  of  from  twelve  to 
twenty-five  miles,  varying  according  to  the  character  of  the  river  between 
the  stations,  as  presenting  more  or  less  obstruction  to  tho  progress  of  the 
tide  wave.  The  stations  chosen  were  at  Greenbush,  opposite  Albany,  Cas- 
tleton,  Stuyvesant,  Tivoli,  Poughkeepsie,  West  Point,  Verplanck's  Point, 
and  Dobb's  Ferry.  Regular  observations  were  kept  up,  as  usual,  through- 
out the  season,  at  Governor's  island,  in  New  York  liarbor. 

At  that  station,  and  at  Greenbush,  Saxton's  self-registering  gauge  was 
used. 

The  observations  at  the  eight  stations  below  Albany,  were  conducted  by 
Mr.  Gustavus  Wurdemann.  Bench  marks  were  established  and  carefully 
secured,  for  future  reference,  by  inserting  copper  bolts  in  stone  structures, 
adjacent  to  the  several  stations  used. 

Bpecial  Topography  and  Maps  of  New  York  City  and  TIarhor. — In  order 
to  facilitate  the  progress  of  operations  in  the  work  undertaken  for  the  com- 
missioners on  harbor  encroachments,  Mr.  A.  Boschke,  of  the  drawing  divis- 
ion, was  transferred  to  the  New  York,  in  May.  He  is  still  engaged  in 
field  and  office  duties,  immediately  connected  with  the  maps  also  in  progress 
in  his  hands  for  the  commissioners.  At  the  outset  of  the  season,  from  data 
furnished  by  the  triangulation  of  Assistant  Edmund  Blunt,  lines  were  traced, 
under  the  direction  of  ]Mr.  Boschke,  upon  the  wharves  and  bulkheads  of 
New  York  city,  from  the  Battery  to  Fifty-fifth  street.  North  river,  and  to 
Thirty-eighth  street,  on  the  East  river  front ;  and  on  the  wharves  in  Brook- 
lyn, from  Atlantic  dock  to  Newtown  creek.  The  aggregate  of  artificial  shore 
line  thus  minutely  determined,  amounted  to  forty-five  and  four  tenths  miles. 

Mr.  Boschke  carefully  resurveyed  the  shores  of  Manhattan  island  above 
Fifty-fifth  street.  North  river,  Spuyten  Duyvil  creek,  and  the  shores  of 
Harlem  river  above  Thirty-eighth  street,  by  the  ordinary  metliod  employed 
in  field  topography;  and  made  also  a  special  survey,  including  Gowanus 
bay,  between  Atlantic  dock  and  Twenty-ninth  street,  Brooklyn. 

The  maps  of  these  localities  have  been  drawn  on  the  scale  of  two  hun- 
dred feet  to  an  inch,  and  that  of  the  survey  and  measurement  of  the  wharves 
and  bulkheads  of  New  York  city,  on  a  scale  of  eiglity  feet  to  the  inch  is 
nearly  completed.    The  arrangement  proposed  for  tliese  in  atlas  form  and 


160  '  Neio  York  Harbor  Commission  Reports. 


of  other  maps  in  progress,  including  the  general  chart  of  New  York  harbor 
and  vicinity,  projected  for  the  commissioners,  is  stated  in  the  following  ex- 
tract from  the  report  of  Mr.  Boschke : 

"  The  shores  of  Manhattan  island  from  55th  street,  North  river,  to  Spuy- 
ten  Duyvil  creek,  including  also  Harlem  river,  and  Blackwell's  island,  and 
East  river  to  38th  street,  have  been  surveyed  and  mapped  on  a  scale  of  two 
hundred  feet  to  an  inch,  forming  a  series  of  ten  sheets  and  representing  nn 
aggregate  of  forty-one  miles  of  shore  line.  On  these  the  commissioners' 
line  will  also  be  represented." 

"A  hydrographic  comparative  map  on  a  scale  of  1-20000  is  now  in 
progress  of  completion,  designed  to  show  the  changes  in  shoals  and  chan- 
nels within  the  past  twenty  years,  in  New  York  harbor.  Also  a  compar- 
ative map  of  New  York  city  and  Brooklyn  on  a  scale  of  1-10000  to  ex- 
hibit the  artificial  changes  which  have  been  made  on  the  North  and  East 
river  fronts  at  different  periods." 

"  When  the  surveys  yet  in  progress  are  completed  of  the  vicinity  of  New 
York  bay  and  harbor,  a  general  chart  will  be  drawn  on  a  scale  of  1-20000 
(size  of  map  ten  feet  by  nine),  giving  the  whole  of  the  topographical  and  hy- 
drographic work  with  all  its  characteristic  details  and  the  lines  recom- 
mended by  the  commissioners." 

There  remains  yet  to  be  completed  the  survey,  on  a  large  scale,  of  Har- 
lem river  and  Spuyten  Duyvil  creek,  which  the  commissioners  designed  in 
reference  to  a  resolution  of  the  legislature  of  New  York,  passed  at  the  last 
session,  and  of  a  small  portion  of  Staten  Island.  The  verification  of  the 
work  yet  to  be  made  may  show  some  other  details  as  necessary  to  be  sup- 
plied, but  the  whole  work  undertaken  will  be  essentially  completed  before 
the  winter  sets  in.  The  hydrography  and  observations  connected  with  it 
have  been  completed,  and  the  maps  are  all  in  progress  and  will  be  worked 
up  as  rapidly  as  is  consistent  with  careful  execution.  They  may  require 
some  months  of  the  new  year  to  make  them  complete  if  not  hastened  be- 
yond what  is  safe  in  such  work. 

Very  respectfully  submitted  by 

A.  D.  Baciie, 
Supt.  U.  S'  Coast  Survey, 

Hon.  G.  W.  Patterson, 
President  of  the  Board  of  Commissioners  on  Harbor 
Encroachments,  New  York. 


New  York  Harbor  Commission  lieports.  161 
(B.) 


EXTEKIOR  LINES  IN  NEW  YORK  HARBOR. 

Second  General  Report  of  the  Achnsorij  Council  to  the  Harbor  Commissioners 
on  Lines  in  New  York  Harbor ^  October,  185G. 

GENERAL  TOTTEN,  ) 

PROFESSOR  BACHE,  \  Advisory  Council. 

CAPT.ilN  DAVIS.  ) 

Gkntlemen  :  We  have  the  honor  to  submit  the  following  report,  in  con- 
tinuation of  the  report  of  Dec.  29,  lSo5  : 

In  order  to  make  this  report  complete  in  itself,  and  in  conformity  with 
our  usual  course,  we  insert  here  your  preamble  and  resolutions  of  June  20, 
1856,  on  which  our  present  proceedings  are  based» 

Preamble  and  Resolutions  offered  hij  Mr.  Boioen,  and  adojjted  by  the  Harbor  Commis- 
sioners June  20,  1856. 

Whereas,  in  determining  the  exterior  line  of  the  east  shore  of  Hudson 
river  it  will  be  the  duty  of  the  commissioners  carefully  to  keep  in  view  the 
rights  and  interests  of  the  state  of  New  Jersey,  as  the  proprietor  of  the  west 
shore  of  the  river,  and  not  to  infringe  in  any  manner  upon  such  rights  and 
interests,  or  so  to  affect  the  flow  of  water  in  the  said  river  as  to  prevent  the 
state  of  New  Jersey  from  making  or  allowing  to  be  made,  any  erections 
compatible  with  the  free  navigation  of  all  parts  of  said  river  as  may  seem 
to  that  state  expedient ;  and 

Whereas,  it  is  desirable  in  laying  dowTi  these  lines,  Avhich  affect  the  in- 
terests of  two  states,  the  commissioners  should  have  the  advice  and  assist- 
ance of  persons  eminent  for  their  scientific  attainments  and  of  matured  ex- 
perience in  the  observation  of  the  action  of  tides  and  currents ;  therefore 

Resolved,  That  General  Joseph  G.  Totten,  chief  engineer  of  the  United 
States,  Professor  A.  D.  Bache,  superintendent  of  the  United  States  coast 
survey,  and  Commander  C.  II.  Davis,  of  the  United  States  navy,  be  respect- 
fully requested  to  confer  together  and  report  to  this  board  suitable  exterior 
lines  for  both  shores  of  the  Hudson  river,  from  a  point  in  said  river  one 
mile  north  of  Spuyten  Duyvil  creek  in  the  county  of  Westchester,  to  the 
Battery  in  the  city  of  New  York;  and  from  Jersey  City  in  the  state  of 
New  Jersey  to  the  eastern  entrance  of  the  Kill  Van  Kull,  and  Arthur's 
Kill,  or  Staten  Island  sound,  to  the  southwesterly  end  of  Staten  Island. 
Such  exterior  lines  to  indicate  the  boundaries  beyond  whicli,  in  their  opin- 
ion, bulkheads,  docks,  piers,  basins  or  structures  of  any  kind  or  description, 
ought  not  to  be  erected,  and  beyond  which,  if  any  should  be  erected,  such 
structure  would  affect  injuriously  the  navigation  of  the  harbor  of  New  York, 
or  of  the  Hudson  river  or  some  part  thereof 

Resolved^  That  the  maj)S  of  the  bay  and  harbor  of  New  York,  of  the  Hud- 
son river,  the  Kill  Van  Kull,  Arthur's  Kill,  and  Raritanbay,  on  whic  h  are 
set  forth  tiie  shore  lines,  soundings  and  current  observations  of  these  waters, 
made  for  this  commission  under  the  superintendence  of  IVofessor  l^ac  he,  be 

11 


162  New  York  Harbor  Commission  Bi'porfs. 


laid  before  the  aforementioned  gentlemen,  together  with  such  other  maps  as 
they  may  require  for  the  description  of  suitable  exterior  lines  on  the  shores 
of  tlie  state  of  New  York  and  New  Jersey  in  the  area  referred  to  in  the 
preceding  resolutions, 

Uesolved.,  That  in  recommending  to  this  commission  suitable  lines  for  the 
east  and  west  shores  of  the  Hudson  river,  the  Kill  Van  KuU  and  Arthur's 
Kill  or  Staten  Island  sound,  the  aforenientioned  gentlemen  be  i-espectfully 
requested  to  be  governed  by  the  following  considerations : 

1st.  The  rights  of  the  state  of  New  Jersey  as  the  proprietor  of  the  west 
shore  of  the  Hudson  river,  to  the  middle  of  the  channel  of  said  river,  as 
laid  down  in  the  report  of  the  commissioners  appointed  by  the  states  of  New 
York  and  New  Jer-ey  to  define  the  boundaries  of  the  two  states,  and  rati- 
fied and  conlirmed  by  their  respective  legislatures  and  by  Congress,  a  copy 
of  which  report  is  herewith  annexed 

2d.  A  due  regard  to  the  navigation  of  the  upper  waters  of  the  Hudson 
river,  so  as  to  maintain  unimpaired  the  flow  of  the  tides  and  currents  therein, 
in  their  p?^esent  strength  and  volume. 

3d.  The  importance  to  the  commercial  interests  of  New  York,  of  extend- 
ing the  easterly  line  as  far  into  the  river  as  the  foregoing  considerations 
will  admit,  but  to  be  held  subordinate  to  them. 

I  certify  the  foregoing  to  be  correct  copies  from  the  minutes  of  the  pro- 
ceedings of  the  harbor  commissioners. 

G.  H.  BouGHTOX,  Secretary. 

Hakbok  Commissioner's  Office,  } 
New  York,  Jane  21,  1856.  •  S 
Prof.  A.  D.  Bag  HE,  Supt.  U.  S.  Coast  Survey. 

The  several  subjects  of  our  communication,  prescribed  in  the  preceding 
paper,  will  be — 

1 .  Exterior  lines  of  construction  along  both  banks  of  the  Hudson  river, 
from  its  junction  witli  the  East  river  to  opposite  points  one  mile  above 
Spuyten  Duyvil  creek  ; 

2.  Along  the  Jersey  flats  ;  and  in, 

3.  Arthur's  Kill  and  Kill  Van  Kull,  to  which  we  have  added  the  exterior 
lines  on  the  eastern  shore  of  Staten  Island ;  or 

4.  From  Sailor's  Snug  Harbor  to  Fort  Tompkins  ;  and 

5.  Remarks  on  the  south  side  of  Staten  Island,  from  the  entrance  of 
Staten  Island  sound  to  the  Narrows,  or  from  Ward's  point  to  Fort 
Tompkins. 

The  exterior  lines  from  Ked  Hook  to  Fort  Lafayette  (completing  this 
part  of  the  harbor),  are  treated  in  our  special  report  on  Gowanus  bay  and 
its  dependencies. 

We  have  carefully  revised  the  lines  on  the  Long  Island  shore,  already 
described  in  the  report  of  the  advisory  council  to  the  commissioners,  dated 
Dec.  29,  1855,  and  printed  with  the  report  of  the  commissioners  of  Janu- 
ary 8,  1856,  and  adhering  to  the  principles  there  laid  down,  and  generally 
to  the  details  of  all  the  lines  Liid  down  in  that  report,  and  in  report  No.  2, 
of  July,  1856,  we  have  caused  the  bulkhead  and  pierhead  lines  to  be  dis- 
tinctly marked  upon  the  manuscript  coast  survey  maps. 

Wc  have  also  extended  a  line  across  the  entrance  ta  Newtown  creek,  in 


New  York  Harbor  Commission  Heports. 


163 


front  of  Hunter's  point,  and  northward,  conforming  generally  to  the  eigh- 
teen-foot curve  of  depth,  beyond  which  we  recommend  that  no  structures 
whatever  be  allowed,  and  withhi  whicli  we  advise  that  all  plans  of  improve- 
ment, before  adoption,  be  submitted  to  the  commissioners,  that  tlie  details 
may  be  carefully  studied.  This  provision  is  s^imilar  to  that  in  reference  to 
structures  in  Gowanus  bay.  Limiting  the  structures  to  within  the  eighteen- 
foot  curve,  will  suffice  to  preserve  the  general  navigation  of  the  river  from 
injury. 

HUDSON  EIVEK. 

Before  describing  the  lines  which  we  are  about  to  recommend,  and  pre- 
senting our  views  with  regard  to  them,  it  may  be  well  to  say,  that  the  estab- 
lishment of  lines  in  Hudson  river,  does  not  involve,  strictly  speaking,  a 
question  belonging  to  the  improvement  of  tidal  rivers. 

These  questions  of  the  improvement  of  tidal  rivers,  concern  the  admission, 
distribution  or  propagation  of  tide  water ;  the  alteration  of  the  forms  of 
channels  and  of  natural  shores  ;  they  aim  either  to  increase  the  amount  of 
water  entering  on  the  flood,  or  to  render  its  action  more  efficient ;  they  en- 
deavor to  supply  actual  deficiencies  by  a  co-operation  of  natural  means  Avith 
artificial  arrangements. 

But,  in  running  lines  through  a  certain  extent  of  Hudson  river,  we  are 
not  called  upon  to  alter  the  form  of  its  channel,  or  its  depth,  with  any  view 
to  improvement  of  any  kind  whatever.    It  is  quite  the  contrary. 

The  river  wants  no  improvement  by  the  hand  of  man.  Between  the 
Battery  and  a  mile  above  Spuyten  Duyvil  creek,  the  northern  limit  of  our 
lines,  the  provisions  of  nature  have  left  nothing  to  complain  of  in  this,  one 
of  its  most  useful  and  beneficent,  as  well  as  one  of  its  most  beautiful  pro- 
ductions. At  the  entrance  at  the  Battery,  the  character  of  which  deter- 
mine-s  the  state  of  the  upper  waters,  there  are  ample  depth  and  width.  By 
vu'tue  of  the  former,  the  tide  wave  is  propagated  through  the  space  under 
consideration,  at  the  rate  of  seventeen  miles  an  hour. 

Owing  to  the  very  gradual  decrease  of  the  depth  at  the  sides,  or  in  other 
words,  to  that  general  approximation  to  uniformity  of  depth  across  the  true 
channel,  which  is  the  most  advantageous  condition,  the  velocity  due  to  the 
greatest  depth  is  diminished  only  by  the  tenth  part.  Inside  of  the  Battery 
and  Jersey  City  (inside  of  the  mouth),  the  river  is  Jiearly  straight.  There 
is  a  general  uniformity  in  this  part  of  its  development — its  depth  is  not, 
throughout  the  true  channel-way,  materially  diminished. 

There  are  no  interruptions  from  bridges;  no  opposing  bars,  &c. 

No  natural  state  of  things  could  be  more  favorable.  There  is  nothing  to 
be  added  or  taken  away,  at  least  on  the  New  York  si.le.  I  herc  is,  in 
short,  nothing  to  be  done,  for  the  mere  sake  of  improvement. 

That  which  is  to  be  done  is  for  the  convenience  of  the  community  and 
for  the  occupation  of  the  river  front  for  the  purposes  of  trade  and  business. 

Since  the  natural  and  actual  condition  of  Iludson  river  (in  this  part  of  it) 
are  all  that  can  be  desired,  the  principal  rule  of  conduct  we  are  to  observe 
is  to  afford  the  requisite  accommodation  with  the  smallest  disturbance  of 
this  condition. 

There  are  two  ways  of  making  a  change  in  the  condition  of  the  river  :  by 
raodifvinj:  the  depth,  and  by  diminishing  the  breadth. 


164'  Neiu  York  Harbor  Commission  Reports. 


The  depth  of  the  river  regulates  tlie  velocity  with  which  the  tide  wave  is 
propagated  (the  rise  and  fall  of  the  water)  and  this  velocity  "in  channels  of 
uniform  depth  is  independent  of  the  breadth  of  the  fluid."    (J.  S.  liussell.) 

The  breadth  of  the  river  affects  its  capacity  as  a  reservoir ;  for  "  every  por- 
tion of  the  section  of  a  tidal  river  is  valuable  as  a  receptacle,  in  wliatcver 
part  of  the  river  it  may  bo  situated."    (E.  K.  Calver,  R.  N.) 

The  breadth  of  the  river  also  determines  the  velocity  of  the  tidal  current 
(the  motion  and  translation  of  the  water)  where  the  depth  remains  tiie  same. 

The  limits  of  construction  which  we  are  to  designate  do  not  touc  h  the 
depths  even  remotely  ;  the  propagation  of  the  tide  wave,  therefore  can  not 
be  seriously  influenced  ;  though  the  changes  in  the  sides  of  the  channel  pro- 
duced by  our  lines  may  affect  slightly  the  ratio  of  diminution  in  its  velocity 
depending  on  the  form  of  the  sides. 

But  our  lines  will  act  directly  on  the  breadth  of  the  channel,  which,  in 
fact,  they  lessen  ;  and  in  so  doing,  they  lessen  the  water  receptacle,  and  in- 
crease the  rapidity  of  tlie  tidal  current. 

This  being  the  case,  we  must  endeavor  to  furnish  the  required  space  for 
wharves,  piers,  docks,  &c.,  and  other  landings,  and  for  a  convenient  front, 
without  an  unnecessary  waste  of  room — without  too  great  a  diminution  of 
the  breadth. 

'J  he  general  capacity  of  the  river  is  to  be  kept  in  view,  and  the  contents 
of  its  characteristic  sections.  In  the  former  we  pay  regard  to  the  mainte- 
nance of  the  reservoir ;  in  the  latter  we  take  into  account  the  relative  ve- 
locities of  the  tidal  current  in  the  different  sections.  And  by  a  careful  con- 
sideration of  both,  we  hope  to  avoid  the  extremes  of  rashness  and  an  exces- 
sive prudence. 

We  will  now  proceed  to  a  description  of  the  lines  which  we  are  about  to 
recommend  to  the  commissioners  from  Battery  place  to  a  mile  above  Spuy- 
ten  Duyvil  creek  on  both  sides  of  the  river,  in  compliance  with  the  pream- 
ble and  resolutions. 

If  no  mention  had  been  made  of  tlie  New  Jersey  shore  in  these  instruc- 
tions, we  should  not  have  continued  the  lines  themselves  on  that  side. 
Nevertheless,  it  may  be  premised,  that  side  could  not  by  any  means  have 
been  left  out  of  our  calculation.  If  wc  had  only  to  report  lines  on  one  side 
of  the  river  we  should  not  have  decided  upon  those  lines  without  reference 
to  the  future  possible  occupation  of  the  other  side.  The  two  sides  cannot 
be  separated  from  each  other  in  any  general  view,  because  they  are  far 
apart,  more  than  two  sides  of  a  reservoir  could  be  separated  from  each 
other. 

Still,  it  must  be  observed,  and  more  will  be  said  upon  the  subject  here- 
after, the  two  sides  of  the  river,  in  this  part  of  its  course,  differ  from  each 
other  essentially.  Here  the  deeper  portion  of  the  bed  is  on  the  New  York 
side,  along  which  lies  the  concave  of  its  grand  sweep.  If  we  examin.c  the 
sections  in  this  space  we  shall  perceive  that  the  Avail  of  the  river  on  the 
New  York  side  is  steep,  while  on  the  New  Jersey  side  it  is  sloping,  the  lat- 
ter being  the  convex  or  projecting  shore. 

Owing  to  the  greater  depth  of  water  near  the  land  of  Manhattan  island, 
it  is  not  necessary  to  go  far  out  with  Avharvcs,  &c.  And  also,  for  the  same 
reason,  a  much  greater  part  of  the  sectional  area  is  taken  up  by  a  structure 
of  a  given  length  here  than  on  the  New  Jersey  shore. 


New  York  Harbor  Commission  Reports. 


165 


These  are  general  features  which  persons  who  study  the  charts  of  the 
coast  survey  will  not  fail  to  observe,  but  which  mijiht  escape  a  hasty  noiice. 
They  however,  with  some  strictly  local  f)eculiarities,  must  not  bo  overlooked 
by  ourselves.  To  what  extent,  and  in  what  manner  we  have  been  influ- 
enced by  them  Avill  appear  in  progress  of  this  report. 

Partly  to  meet  our  own  convenience,  and  partly  from  the  necessity  of 
tlic  case,  we  have  divided  the  shore  of  the  North  river  into  sections  ;  we  pro- 
ceed in  numerical  order,  jjoing  up  the  left  bank  of  the  river,  and  coming 
down  the  right,  or  from  New  York  city  up  to  the  limit  on  that  side,  and 
tlience  down  to  Jersey  city  on  the  other  side.    We  will  commence  with  the 

NEW  YOKK  SIDE. 

Section  1  extends  from  Battery  place  to  Hammond  street.  Adopting 
the  same  general  principle  which  was  stated  in  our  report  of  December  29, 
1855,  appended  to  (he  commissioners'  report  of  January  8,  1856  (p.  58, 
la),  we  recommend  for  the  bulkhead  line  a  line  45  feet  west  from  the  west 
side  of  West  street,  and  for  the  line  of  pierheads  one  conforming  as  nearly 
as  practicable  to  those  existing  Both  lines  are  distinctly  drawn  on  the 
commissioners'  tracing  No.  1,  Hudson  river,  accompanying  tliis  report. 

Section  2  extends  from  Hanmiond  to  Fourteenth  street.  In  this  sec- 
tion occurs  the  first  remarkable  contraction  of  the  river  at  a  rocky  bluff 
called  Castle  point.  At  this  gorge  the  effective  sectional  area  of  the  river, 
which,  at  Jersey  City  is  nearly  twenty  thousand  square  yards,  and  on  a  line 
above  Castle  point  marked  F,  is  twenty  thousand  four  hundred  square 
yards,  has  diminished  to  fifteen  thousand  five  hundred  square  yards.  The 
capacity  of  the  channel  is  lessened  by  a  fourth.  At  the  two  points  of  Jer- 
sey City  and  F,  the  width  of  the  river  is  about  four  thousand  five  hundred 
feet,  while  the  distance  from  Castle  point  to  the  end  of  the  wliarf  at  Thir- 
teenth street  is  only  two  thousand  nine  hundred  feet,  and  between  the  eigh- 
teen-foot curves  at  Castle  point,  only  twenty-eight  hundred  feet. 

Notldng  should  be  done  or  suffered  to  stand,  which  tends  to  disturb  still 
further  the  symmetry  and  fair  proportions  of  the  bed  of  the  river  and  by  do- 
ing so,  to  intorfere  with  its  natural  development,  and  obstruct  its  free  nav- 
igation. 

The  original  width  of  the  river  at  this  place  was  about  four  thousand 
fest.  If  we  were  about  t  j  prescribe  limits  of  construction  for  the  first  time, 
we  might  very  properly  assume  this  as  the  lowest  standard,  or  as  the  great- 
est admissible  contraction  between  the  eighteen  foot  curve?. 

The  first  spot  below  Castle  point  at  which  the  distance  between  the  eigh- 
teen-foot curves  on  both  sides  of  the  river  is  four  thousand  feet,  is  opposite 
Hammond  street.  The  place  above  at  which  this  first  occurs  is  op[)osite 
the  termination  of  Thirtieth-street. 

We  recommend  that  the  exterior  line,  either  pierhead  or  bulkhead  line, 
be  a  line  drawn  from  a  point  GOG  feet  from  the  westwardly  line  of  West 
street,  on  tlie  southwardly  line  of  Hammond  street  produced,  to  the  point 
of  intersection  of  the  westwardly  line  of  Thirteenth  avenue  with  the  south- 
wardly line  of  Fourteenth  street,  and  that  all  piers  now  existing  in  this 
space  beyond  this  line  be  so  far  removed  as  not  to  project  beyond  the  line. 
The  pier  at  the  end  of  Thirteenth  street,  which  is  a  serious  impediment  to 
the  free  navigation  of  tho  river,  should  especially  be  immediately  removed. 


166  ,  New  York  Harbor  Commission  Reports. 


Section  3  extend:^  from  the  southwardly  side  of  Fourteenth  slreet  to 
Seventy-fifth  street.  Throughout  this  section,  the  development  of  the  river 
approaches  to  uniformity. 

We  recommend  that  the  line  of  bulkhead  be  a  line  drawn  from  the  inter- 
section of  the  southwardly  line  of  Fourteenth  street  with  the  we«twardly 
lino  of  Thirteenth  av.  nu3,  to  a  point  one  hundred  feet  west  from  the  west- 
wardly  linj  of  Thirteenth  avenue,  on  a  line  at  right  a-  glesto  the  Thirteenth 
avenue,  drawn  from  the  point  of  intersection  of  llie  westwardly  side  of 
Twelfth  avenue  produced,  and  the  westwardly  t  ide  of  the  Thirteenth  av- 
enue, thence  to  a  point  f-imilarly  measured  from  Twelfth  avenue,  and  thence 
one  hundred  feet  westwardly  from  the  westwardly  line  of  Twelfth  avejiue, 
and  parallel  to  it  to  Seventy-fifth  street.  (See  commissioners'  tracing,  No. 
1,  Hudson  river.) 

We  also  recommend  that  the  pierhead  line  in  tliis  space,  from  Fourteenth 
to  Seventy-fifth  streets,  be  as  follows  :  commencing  at  Fourteenth  street 
with  nothing,  it  extends  in  a  broken  line,  as  on  the  tracing,  to  a  point  four 
hundred  feet  from  the  westwardly  line  of  Thirteenth .  avenue,  measured  at 
right  angles  to  it  from  the  point  of  intersection  of  the  westwardly  line  of 
Twelfth  avenue  produced,  and  of  the  westwardly  line  of  Thirteentli  avenue 
(as  shown  on  the  tracing),  and  from  that  point  to  Seventy-fifili  ftrcet  it 
continues  at  an  unvarying  distance  of  three  hundred  feet  from  the  line  of 
bulkhead.  These  lines  of  bulkhead  and  pierhead,  respectively,  are  shown 
upon  the  tracing,  and  wc  recommend  that  piers  projecting  beyond  this  line 
should  be  at  once  cut  off. 

At  Seventy-fifth  street,  the  width  between  the  natural  shores  is  about 
four  thousand  five  hundred  feet,  and  between  the  eighteen-foot  curves,  about 
three  thousand  five  hundred,  the  mean  of  which  is  our  provisional  limit. 

This  three  thousand  five  hundred  feet  is  the  average  distance  between  the 
eighteen-foot  curves,  from  Twenty-fourth  street  to  the  termination  of  this 
section,  giving  to  the  bed  of  the  river  a  general  uniformity,  and  to  its  nav- 
i^^atlon  a  general  security  and  facility. 

Section  4  extends  from  Seventy-fifth  street  to  One  Hundred  and  fifty- 
fourth  street. 

In  this,  and  the  remaining  sections  north  of  it,  we  recognise  some  differ- 
ences in  the  actual  condition  of  things,  and  some  important  changes  in  the 
circumstances  to  be  considered. 

The  bank  of  the  river,  above  both  streets,  ceases,  in  a  great  measure,  to 
be  the  artificial  walls  created  by  bulkheads,  wharves,  &;c.  It  retains  more 
of  its  natural  character,  and  is  bold  and  rocky. 

In  these  sections  also  occur  two  considerable  contractions,  one  jurt  belov/ 
Manhattanville,  and  the  other  at  Fort  Washington. 

.  And,  lastly,  the  distance  from  the  seat  of  bu-^iness,  which  must  rJways 
be  at  and  near  the  mouth  of  the  river,  and  the  diminished  demand  for  ship- 
ping accommodation  in  respect  to  the  tize  as  well  as  number  of  the  vessels, 
are  to  be  taken  into  account. 

At  Fort  Washington,  the  width  between  the  eigiiteen-foot  curves  is  twen- 
ty-two hundred  feet,  and  between  the  shores,  three  thousand  five  hundred 
and  fifty  feet.  At  a  point  just  below  Manhattanville,  tlie  width  between 
the  eighteen-foot  carves,  is  twenty-three  hundred  and  forty  feet,  and  be- 
tween the  shores  four  thousand  two  hundred  and  seventy  feet. 


Nciu  York  Harbor  Commission  Reports. 


167 


If  WG  bring  in  the  areas  of  the  transverse  sections  the  impression  derive  1 
froni  the  preceeding  figures  will  be  changed. 

The  area  of  the  first  section,  Fort  Washington,  is  eighteen  thousand  one 
hundred  and  forty  square  yards;  that  of  the  second,  section  2,  below  Man- 
hattanville,  is  ouly  fourteen  thousand  four  hundred  square  yards. 

Thus  while  the  sectional  area  of  one  gorge  is  three  thousand  seven  liun- 
dred  and  forty  square  yards  less  than  that  of  the  other,  the  air  line  of  the 
perimeter  of  the  first  section  is  (as  is  mentioned  above)  seven  hundred  and 
twenty  feet  less  tlian  that  of  the  second. 

Between  the  eighteen-foot  curves  and  the  shore  the  distance  in  the  first 
section  is  five  hundred  and  eighty  feet  less  than  in  the  last. 

This  certainly  is  not  the  form  we  should  prefer  f;>r  the  bed  of  the  river, 
if  we  had  our  choice,  and  is  very  far  from  resembllnLj  the  best  form  of  trans- 
verse sections  prescribed  in  the  books.    (Weisbach,  §  3G4  ) 

The  resistance  which  a  bed  of  such  a  form  opposes  to  the  motion  of  the 
water  in  virtue  of  its  adhesion,  viscosity,  or  friction,  which  resistance  in- 
creases with  the  surface  of  contact  between  the  bed  and  water,  and  there- 
fore with  the  perimeter  of  tb.e  transverse  section  {ibid)  tends,  nevertheless, 
to  equalize  the  velocity  throughout  the  section,  which  might  be  excessive 
if  with  such  a  diminished  area  the  perimeter  of  the  water  section  were  a 
minimum. 

Although  we  "have  compared  these  t^vo  sections,  (finding  them  on  the 
chart),  for  the  purpose  of  illustrating  the  principles  involved  in  the  forms  of 
channels  and  other  water  passages,  still,  we  are  fully  aware  that  the  pro- 
file at  Fort  AVashington  by  no  means  represents  the  average  condition  of  the 
river  in  this  section.  No.  7. 

Thus,  below  the  depth  of  about  seventy  feet  (on  this  profile)  the  v.-atcr 
space  must  be  regarded  as  a  hole;  over  the  water  in  this  cavity  the  current 
flows,  without  disturbing  it,  as  over  the  wetted  sides  and  bottom  of  the  chan- 
nel. The  motion  given  to  the  river  by  the  ebb  and  flood  tides  which,  where 
the  bed  has  a  nearly  uniform  level,  extends  throughout  the  whole  mass,  is 
not  communicated  to  the  bottom  here. 

The  real  area  in  this  profile,  is  thirteen  thousand  four  hundred  yards. 

We  have  said  in  the  beginning  that  we  are  not  engaged  Avith  a  fpiestion 
of  river  improvement. 

However  desirable  it  might  be,  it  is  out  of  our  power  to  establish  in  this 
part  of  our  field  of  labor  a  uniformity  of  motion,  which  would  require  that 
the  mean  velocity  at  all  the  transverse  sections  should  remain  the  same,  and 
therefore,  r.Iso  that  the  areas  of  the  section  should  be  equal.  (Weisbach, 
§3G7.) 

But  tnough  we  may  not  attempt  this,  we  can  avoid  in  our  recommenda- 
tions, any  increase  of  the  difficulty  arising  from  the  variable  motion  of  the 
water.  Tins  purpose  we  have  kept  in  view;  and  in  addition  to  this,  we 
have  not  lost  sight  of  the  circumstances  due  to  the  increasing  distance  from 
the  city. 

We  recommend,  in  this  section,  that  the  line  of  bulkhead  or  of  solid  filling 
be  a  line  100  feet  westwardly  from  the  westwardly  side  of  the  Twelfth  av- 
enue, or  be  the  present  shore,  Avhere  it  is  west  of  that  line  ;  and  that 
the  pierhead  limit  be  a  line  four  hundred  feet  west  fro:n  the  Ave.-t- 
wardly  line  of  Twelfth  avenue  continued,  which  allows  very  little  lengtli 


168 


Ncio  Yorlc  Harbor  Commission  Reports. 


cf  pier  in  some  places,  and  a  full  length  in  others  ;  conforming  to  tho  nat- 
ural variations  of  the  outline  of  the  river,  and  aiming  at  an  approach  to 
uniformity. 

Section  5  extends  from  154th  to  17Gtli  street,  and  includes  part  of  the 
bold  promontory  on  which  Fort  Washington  stands. 

We  recommend  here  that  the  present  shore  remain  for  the  greater  part 
undisturbed  as  the  line  of  solid  filling;  and  that  the  limit  of  the  bulkhead 
and  of  the  piers,  be  the  lines  drawn  on  the  commissioners'  tracing  No.  2, 
Hudson  river ;  the  pierhead  line  conforming  in  general  to  the  eighteen-foot 
curve. 

Section  G  extends  from  176th  street  to  one  mile  above  Spuytea  Duyvil 
creek. 

We  recommend  in  this  section,  that  the  line  of  the  bulkhead,  or  solid 
filling,  be  the  present  shore ;  and  that  the  pierhead  limit  be  a  line  conform- 
ing generally  to  the  eighteen-foot  curve  of  depth,  and  as  drawn  upon  the 
commissioners'  tracing  No.  2,  Hudson  river. 

It  is  well  to  observe  here,  that  the  area  of  the  transverse  section  at  Spuy- 
ten  Duyvil  creek  is  the  same  as  the  area  of  Section  D,  fourteen  thousand 
four  hundred  square  yards. 

NEW  JERSEY  SIDE. 

The  transverse  sections  of  the  river,  or  that  portion  of  it  under  consider- 
ation, given  on  the  coast  survey  chart,  shows,  as  we  have  already  said,  that 
the  two  sides  of  the  channel  differ  from  each  other  greatly  in  form. 

On  the  east  side,  the  lower  part  of  the  perimeter  presents  a  nearly  con- 
tinuous curve  from  the  mid-channel  up  to  the  water's  edge  ;  and  this  curve 
approximates,  as  mucli  as  is  common  in  nature,  to  thiit  which  gi^■es  the 
minimum  of  friction.  But  on  the  west  side  the  point  of  contrary  llcxure 
is  at  a  great  distance  from  the  shore,  and  between  the  latter  ;ind  the  former 
there  is  a  long  bank  of  shoal  water. 

This  is  by  no  means  owing  to  the  want  of  stability  in  the  west  bank, 
which,  on  the  contrary,  from  the  beginning  of  the  Palisades  up,  is  of  firm 
materials. 

It  is  owing  to  the  direction  given  to  the  great  mass  of  water  which  cre- 
ates the  deep  channel-way,  by  the  bends  and  projections  of  the  river  in  this 
part  of  its  cour  c.  We  said  in  the  beginning  that  theso  hencU,  or  sinuo>i- 
ties,  involve  a  very  small  change  in  the  direction  of  the  channel  which  is 
nearly  straight.  The  hardness  and  tenacity  of  the  banks,  whether  natural 
or  artificial,  prevent  any  important  deviations.  But,  stiU,  the  bends  are 
sufficiently  great,  and  act  in  such  a  way,  as  to  throw  the  deep  water  over 
on  tl'.e  east  side,  giving  to  New  York  the  concave  and  deep  shore,  and  to 
New  Jersey  the  convex  and  shallow  shore. 

This  characteristic  distinction  of  the  two  shores  leads  us  to  t^vo  interest- 
ing conclusions  : 

1.  Tiiat  the  limits  of  construction  on  the  N- w  Jersey  side  mu<t  car- 
ried out  very  far,  if  they  are  to  be  practically  ust>ful. 

2.  That  this  can  be  done  without  endangering  tlu  free  navigation  of  tlio 
river  or  substantially  diminishing  the  capacity  of  its  bed. 

In  connection  with  the  first  of  these  conclusions  wo  may  observe,  that  it 
will  only  be  by  running  out  the  lines  of  solid  filling  to  some  considerable,  extent 


Netv  York  Harbor  Commission  Reports.  169 


that  any  foothold  can  be  obtained  for  the  river  trade.  The  steep  walls  of 
the  Palisades  are  alaiost,  if  not  quite  insurmountable.  Below  them,  indeed, 
nre  large  extents  of  meadow  land  and  level  ground,  forming  an  indented  or 
hollow  shore  susceptible  of  improvement. 

The  eighteen-foot  curve  recedes  into  this  indentation,  which  adds  to  the 
other  natm'al  advantages.  The  water  is,  however,  shoal  along  this  partic- 
ular place,  and  this,  together  with  tlie  remoteness  from  the  city  of  New  York 
and  the  probably  distant  approach  of  business,  seems  to  render  any  opinions 
as  to  its  futur;^  occupation  and  improvement  prematm'C. 

Happily  it  does  not  belong  to  us  to  express  any  opinions  on  this  cpjestion  ; 
in  our  r.'co-nmcndations,  however,  we  arc  to  be  guided  by  the  natural  con- 
dition of  things  considered  in  combination  with  and  in  subordination  to,  the 
possible  possession  of  the  ground,  and  conversion  of  a  part  of  the  water 
area  into  quays,  Avharves,  piers,  or  docks,  whether  this  is  to  happen  in  our 
day,  or  vX  a  more  remote  period. 

In  connection  with  the  second  of  the  above  conclusions  we  may  observe, 
that  our  lines,  though  projecting  so  much  farther  out,  consume  no  greater 
water  space  here  than  on  the  New  York  side. 

The  area  of  the  small  ri^ht-angled  trianijle  which  contains  this  water 
space  differs  with  the  depth.  But  the  average  contents  of  this  area  are 
about  the  same  on  both  shores,  the  greater  length  of  the  perpendicular  of 
depth  on  one  shore  making  up  for  the  greater  length  of  the  hypothenuse  and 
remaiiiing  side  on  the  other. 

With  these  preliminary  remarks,  Ave  proceed  to  our  recommendations, 
adhering  to  the  division  into  sections,  and  beginning  at  a  point  on  the  New 
Jersey  shore  one  mile  above  Spuyten  Duyvil  creek,  with  section  7,  which 
extends  down  to  Day's  point. 

In  this  section  we  recommend  that  the  line  of  bulkhead,  or  of  solid  filling, 
be  as  delineated  on  the  manuscript  chart  of  the  commissioners,  and  that  the 
pier  line  run  parallel  to  the  bulkhead  line,  and  at  a  distance  of  six  hundred 
feet  from  it.  These  lines  are  drawn  on  the  manuscript  chart  of  the  com- 
missioners. 

Section  8  extends  from  Day's  point  to  a  point  one  thousand  feet  south 
of  the  first  wharf  (as  it  now  stands)  north  of  Castle  point. 

In  this  section  we  recommend  that  the  line  of  bulkhead,  or  of  solid  filling, 
be  as  delineated  on  the  manuscript  chart  of  the  commissioners.  The  pier- 
head line  which  begins  at  the  terminus  of  section  7,  six  hundred  feet  from 
the  bulkhead  line,  ends  in  consequence  of  the  gradual  narrowing  of  the 
river,  at  a  distance  of  two  hundred  feet  from  the  shore  at  the  terminus  of 
this  section.     From  this  point  it  is  drawn  tangent  to  Castle  point. 

These  lines  are  drawn  on  the  chart  already  referred  to. 

Section  9  includes  Castle  point,  and  extends  from  the  southern  terminus 
of  section  8,  a  distance  of  twelve  hundred  feet  along  the  shore,  measured  on 
the  map  by  steps  of  two  hundred  feet  each. 

In  this  section  the  natural  shore  is  the  line  of  solid  filling,  and  the  line  of 
piers  is  a  continuation  of  the  pierhead  line  of  the  previous  section,  and  ends 
at  Castle  point,  as  drawn  on  the  manuscript  chart  of  the  commissioners. 

Section  10  extends  to  Jersey  City  and  includes  the  face  of  the  canal 
basin. 

In  this  section  the  general  line  of  bulkhead  or  of  solid  filling,  is  the  line 


170 


New  York  Harbor  Commission  Reports. 


of  Atlantic  street  continued,  parallel  to,  and  three  hundred  and  twenty  feet 
distant  from  Hudson  street  as  far  as  Hoboken  ferry.  And  the  general  line 
of  piers  or  tlie  exterior  line  of  construction  is  five  hundred  feet  outside  of 
the  bulkhead  line. 

Both  of  these  lines  stop  at  the  southern  terminus  of  section  9,  both  curv- 
ing from  Hoboken  ferry  toward  Castle  point,  at  which  no  piers  are  allowed. 
All  of  this  is  shown  and  drawn  on  the  same  chart.  These  lines  to  be  fixed 
by  monuments,  in  conformity  with  the  delineation  on  llie  map. 

With  regard  to  the  large  water  area  inside  our  bulkhead  line,  in  front  of 
Pavonia  and  Hoboken,  it  is  a  question  of  economy,  wiiether  it  can  bo  most 
profitably  occupied  by  wet  docks  or  solid  land,  and  this  question  will  be 
best  decided  by  the  proprietors. 

This  concludes  the  lines  in  the  North  river,  in  laying  down  which,  we 
have  endeavored,  on  the  one  hand,  to  provide  for  the  wants  of  a  commerce, 
of  which  the  growth  is  incalculable,  and  on  the  other,  to  preserve,  in  all  its 
integrity,  the  magnificent  reservoir  into  which  fiows  the  tidal  water  of  the 
harbor  ;  and  without  the  suitable  preservation  of  which,  that  harbor  would 
lose  something  of  its  grandeur,  its  capacity,  and  its  utility. 

The  paramount  importance  of  the  "free  influx  and  efflux  of  the  tide 
waters,"  is  a  principle  more  frequently  and  more  earnestly  than  any  other, 
insisted  on  by  all  the  British  engineers,  from  Smeaton,  one  of  the  fathers  of 
the  profession,  to  the  Russell,  Rennie,  and  Stevenson,  of  to-day.  And  well 
it  may  bo  ;  for  it  is  the  principle  which,  from  a  variety  of  causes,  but  chiefly 
from  actual  defects  in  the  rivers  and  harbors  of  Great  Britain,  has  been 
more  fatally  violated  than  most  other  of  the  fundamental  principles  of  en- 
gineering in  tidal  harbors.  It  is  also  the  principle  which  has  been  most 
frequently  and  most  successfully  relied  upon  in  projects  of  improvement. 
From  its  violation  have  sprung  most  of  the  cases  of  deterioration  recorded 
in  the  commissioners'  reports ;  and  from  its  application,  or  from  the  appli- 
cation of  that  fundamental  principle,  which  involves  the  inverse  process, 
have  resulted  most  of  the  reported  cases  of  amelioration. 

So  deeply  are  the  British  engineers  impressed  with  the  conviction  that 
this  principle  lies  at  the  bottom  of  all  others,  that  one  writer,  whose  expe- 
rience and  observation  are  confined  to  his  own  country,  and  who  relies 
solely  on  British  authorities,  has  stated  it  in  the  following  broad  and  gen- 
eral terms : 

/-  "  The  navigable  condition  of  tne  channels  at  the  entrances  and  over  the  bars 
i  of  tidal  livers,  cspeciall//  as  to  permanence  and  capacit]),  is  entirchj  dependent  on 
\    the  influx  and  efflux  of  tidal  water. 

This  is  said  without  any  reference  to  the  volume  of  the  river  or  to  the 
rise  i\nd  fall  of  tlie  tide,  or  amount  of  tidewater  flowing  in.  And  so  said, 
it  is  a  legitimate  generalization  from  British  experience  and  observation  only. 

But  though  our  own  experience  and  observation  would  lead  us  to  qualify 
this  mode  of  expressing  it,  still  the  principle  itself  is  primary  and  essential. 
It  should  never  be  overlooked,  even  where  the  tide  is  small,  and  the  river 
large  ;  and  in  the  JIud>;on,  its  just  appreciation  is  of  great  consequence. 

The  breadth  of  the  Hudson  at  its  mouth,  between  the  fac^^  of  the  canal 
basin,  in  Jersey  city,  and  the  line  of  bulkliead  in  New  York  city,  is  about 
one  mile.  The  tide  tables  of  the  coast  survey  give  f;)r  the  average  rise  of 
the  tide  in  the  harbor  four  feet  and  three  tenths.    At  the  turning  of  the 


New  York  Harbor  Commission  Beports.  171 


flood  tide,  therefore,  tljcre  is  superimposed  upon  what,  for  distinction,  ni.iy 
be  called  the  water  of  the  river,  a  body  of  water  of  which  the  sectional  area 
is  about  twenty-two  thousand  square  feet. 

If  we  compute  the  weight  of  the  body  of  water  contained  at  high  tide 
betv/een  this  transverse  section,  and  one  across  the  river  a  mile  above  Spuy- 
ten  Duyvil  creek,  the  perpendicular  depth  of  the  stratum  being  ihe  average 
rise  of  the  tide,  we  ehall  find  that  it  amounts  to  about  forty  millions  of  tons 
weight. 

Nor  is  this  all ;  the  motion  of  the  tidewater  is  propagated  throughout  the 
whole  mass  down  to  the  very  bottom  ;  during  the  flood,  the  velocity  varies 
as  the  square  root  of  the  depth,  according  to  Russell  ;  during  the  ebb,  we 
must  assume  the  mean  velocity  established  by  the  coast  survey.  Neither 
the  rule  of  M.  llaucourt,  from  observations  on  the  Neva,  nor  the  inference 
drawn  from  the  observations  made  on  the  Rhine  by  M.  Defontaine,  with 
Woltmann's  instrument,  apply  to  this  part  of  the  Hudson,  as  has  been  shown 
by  the  current  observations  of  the  coast  survey. 

Now  when  the  momentum  resulting  from  the  combined  velocity  and 
weight  of  the  Avhole  mass,  estimated  at  three  hundred  and  twenty-seven 
millions  of  tons,  and  the  consequent  scouring  power,  are  brought  to  'the 
reader's  consideration,  we  arc  spared  the  necessity  of  urging  any  further  the 
duty  of  fully  recognizing  the  principle  in  question,  or  the  necessity  of  ex- 
cusing ourselves  for  the  exercise  of  the  utaiost  prudence  in  the  assignment 
of  the  limits  of  construction  in  Hudson  river. 

This  scouring  power  relates  to  the  permanence  and  capacity  of  tho  chan- 
nels below  the  Hudson. 

But  we  are  not  to  forget  the  effect  of  constructions  on  the  river  above. 
Here  we  have  an  appeal  not  only  to  our  discretion  and  judgment,  but  to  our 
justice  and  generosity.  AVhile  improving  the  banks  of  the  river  for  our 
own  benefit,  we  are  not  to  do  so  at  the  expense  of  our  neighbors,  and  we 
should  be  guilty  not  only  of  suicidal  folly,  but  of  wrong  to  our  contempo- 
raries as  well  as  to  posterity,  if  we  were  so  to  contract  the  boundaries  of 
the  river,  as  to  interrupt  the  ingress  and  egress  of  the  tide,  to  diminish  se- 
riously the  quantity  of  water  and  reduce  the  scouring  power,  or  to  make 
any  encroachment  either  on  the  estuary  or  the  river,  which  would  jeopard 
the  interests  of  the  towns  above  denending  upon  the  tidal  ebb  and  flow  for 
their  existence. 

How  careful  we  have  been  in  this  matter  may  be  seen  from  tin;  follow- 
ing statement : 

The  water  space  of  Hudson  river  from  Castle  Garden  to  one  mile  above 
Spuyten  Duyvil  creek  is  about  four  hundred  millions  of  cubic  yards  ;  the 
water  space  enclosed  in  our  lines  of  solid  filling  on  both  sides  of  the  river 
is  seventeen  millions  six  hundred  thousand  cubic  yards.  From  this  it  ap- 
pears that  we  h'.ve  consumed  only  about  one  twenty-fourth  of  the  whole 
space. 

We  may  take  this  occasion  to  say  that  our  present  lines  of  solid  tilling  in 
New  York  harbor,  between  Fort  Tompkins  and  Castle  Garden,  take  up 
one  twenty-eighth  and  a  half  only  of  the  whole  water  space. 

Statistical  statements  like  the  preceding,  convej-  definite  notions,  prevent 
misapprehension,  and  forestall  exaggerated  statements  ;  they  are  useful  as 
exact  measures  of  rehuion,  and  acct^ptable  as  proofs  that  conclusions  have 
noi  been  adopted  without  an  attempt  at  investigation. 


172 


New  York  Harhor  Commission  Beports. 


JEKSEY  FLATS. 

V 

Jersey  Flats  cover  an  area  of  4,88G  acres.  They  consist  of  mu  l  and 
boulders  ;  from  some  recent  borings  the  depth  of  the  mud  is  supposed  to  be 
not  very  great — not  beyond  the  depth  to  which  excavations  for  improve- 
ment would  probably  penetrate. 

This  information  we  receive  by  the  reports  of  others.  Over  the  general 
surface  of  the  flats  there  is  at  low  water  an  average  depth  of  five  feet,  the 
greatest  depth  inside  of  the  line  of  Ellis,  Bedloes',  and  Oyster  islands,  as 
low  down  as  the  parallel  of  40  deg.  40  min.,  being  six  feet,  the  uniform 
level  of  the  surface  is  quite  remarkable  ;  there  are  no  holes  and  no  well- 
marked  drains  such  as  are  common  in  mud  flats. 

This  and  their  other  peculiarities,  together  with  their  mode  of  deposit,  may 
possibly  be  described  in  another  paper. 

The  obvious  method  of  turning  to  account  this  now  useless  and  unprofit- 
able ground  is  by  appropriating  it  to  basins,  and  their  accompanying 
buildings. 

Here,  for  example,  the  w^arehousing  system  might  be  pursued  opposite 
New  York,  as  it  is  at  the  commercial  docks,  opposite  London,  on  the  south 
side  of  the  Thames,  and  at  Birkenhead  on  the  west  shore  of  the  JMersey 
opposite  Liverpool. 

What  we  have  said  on  this  subject  in  our  first  report  of  December  29, 
1855,  and  in  our  report  of  (his  year  on  Gowanus  bay  and  its  dependencies, 
may  be  applied  to  the  Jersey  flats.  Here  however,  the  magnitude  of  the 
interests  is  still  greater. 

The  convenience  of  access  to  New  York  is  also  much  gi-eater,  for  the 
cartage  from  Jersey  City  to  the  lower  part  of  New  York  is  less,  it  seems, 
than  from  Canal  street,  and  the  repose  of  the  ferryboat  saves  a  greai  deal 
in  wear  and  tear  of  beast  and  vehicle. 

When  we  see  this  system  of  private  and  bonded  warehouses,  attached  to 
wet  docks,  conducted  in  other  countries  on  such  a  grand  scale  and  with 
such  perfect  success,  under  conditions  which  in  some  respects  are  precisely 
similar  to  our  own,  and  in  other  respects  (and  particularly  in  cost  of  con- 
struction) are  very  inferior,  we  cannot  but  think  that  the  time  is  near  at 
hand  when  it  will  be  extensively  introduced  here.  The  same  causes  must 
produce  the  same  effects  wherever  the  field  of  their  operation  .ay  be  situ- 
ated. 

Indeed,  we  see  undoubted  indications  of  this  in  the  energetic  efforts  to 
build  wet  basins  in  Gowanus  bay. 

But,  although  the  observer  may  not  fail  to  perceive  in  our  community 
that  fortunate  concurrence  of  concordant  circumstances  which  have  con- 
tributed to  the  material  prosperity  of  other  places,  still  we  are  perfectly 
aware  that  it  is  the  part  of  the  sagacious  and  enterprising  projector  to  seize 
the  proper  moment  for  their  mature  development,  and  to  conduct  the  under- 
taking to  a  successful  issue. 

W^c  will  only  say  now,  as  Ave  have  said  in  another  report,  that  every 
plan,  either  for  a  single  dock,  or  a  system  of  docks,' nmst  be  judged  accord- 
inof  to  its  own  merits,  and  that  it  would  have  been  an  idle  waste  of  time  to 
project  sciiemes  of  improvement  which  may  never  be  ripened  into  execution. 

We  recommend  for  the  present,  to  prevent  encroachment,  that  a  line  of 


New  York  Harbor  Commission  Eeports.  173 


bulkhead  be  drawn  round  the  eastern  sliore  of  Bergen  Neck,  at  tlie  three- 
foot  curve  similar  to  that  in  Gowanus  bay. 

The  line  is  laid  down  on  the  manuscript  chart,  of  the  commissioners. 

KILL  VAN  KULL  AND  AETHUK'S  KILL. 

Kill  Van  KuU  and  Staten  Island  sound  are  the  channels  of  commu- 
nication, by  which  the  tidewater  enters  Newark  bay,  and  its  tributaries, 
the  Passaic  and  Hackensack  rivers. 

We  may  call  the  last  three  the  reservoir,  and  the  first  two  the  discharg- 
ing outlets.  Viewed  in  this  light,  which  is  a  correct  one  so  far  as  it  goes, 
they  all  constitute  one  whole  of  which  the  different  members  are  dependent 
on  each  other. 

This  view,  we  say,  is  correct  as  far  as  it  goes,  but  it  does  not  embrace 
the  whole  subject.  For,  we  are  not  now  treating  of  the  interests,  improve- 
ment or  preservation  of  Newark  bay  and  its  auxiliaries,  but  of  the  dependen- 
cies of  Newark  bay  only ;  of  the  channels  of  Kill  Van  KuU  and  the  sound 
which  rely  for  the  maintenance  of  their  present  condition  upon  Newark  bay. 

The  latter  then  is  the  receiver^  the  former  are  the  conductors;  and  thus 
they  are  correlative. 

After  having  briefly  stated  that  the  amount  of  water  which  enters  the 
leceiver  at  every  tide  ought  not  to  be  lessened  in  any  great  degree,  and  fur- 
ther, that  the  amount  depends,  other  things  remaining  unaltered,  on  the 
form  of  the  conductors,  we  arrive  at  the  question  before  us  ;  the  reciprocal 
relation  of  Newark  bay  and  the  two  channels  of  Kill  Van  KuU  and  Ar- 
thur's Kill,  in  respect  to  the  forms  of  the  latter,  the  knowledge  of  which  re- 
lation must  assist  us  in  deciding  upon  our  limits  of  construction. 

Let  us  begin  with  a  brief  description  of  the  most  prominent  features  of 
this  district. 

Newark  hay  from  Bergen  point  to  the  parallel  of  40  deg.,  43  min.,  is  a 
capacious  basin  in  the  form  of  a  parallelogram,  of  which  the  superficial  con- 
tents are  five  thousand  six  hundred  acres.  A  small  portion  only  of  the 
basin  is  actually  bare  at  low  water,  though,  at  that  period  of  the  tide,  the 
water  is  shallow  over  the  larger  part. 

The  channels  and  their  bars  are  conspicuous  on  the  engraved  maps  of  the 
coast  survey.  The  east  and  main  channel  is  specially  connected  with  Kill 
Van  Kull,  into  which  it  flows  directly,  turning  Bergen  point  at  a  right  an- 
gle approximately. 

This  channel  consists  of  two  hlaes^  separated  by  a  bar  eleven  thousand 
feet  in  length  ;  the  least  water  in  the  best  passage,  at  low  water,  is  seven 
feet.  For  a  distance  of  something  less  than  two  miles  from  Bergen  point 
the  average  depth  exceeds  twenty  feet  with  an  average  width  of  seven  hundred 
feet ;  but  the  channel  narrows  and  shoals  to  twelve  feet  in  less  than  three 
quarters  of  a  mile  ;  it  widens  and  deepens  again  as  it  approaches  the  mouth 
of  the  Hackensack. 

The  westei-n  channel  or  slue^  for  it  hardly  deserves  the  more  dignified 
title,  must  be  traced  upward  from  Elizabeth  port.  It  extends  into  New- 
ark bay  about  one  and  a  half  miles ;  for  one  third  of  which  distance  it  has 
a  depth  of  thirteen  feet  of  water  ;  after  this  it  shoals  to  ten,  seven,  and  six 
feet,  and  finally  terminates  at  the  flats  with  four  and  three  feet. 

This  slue  drains  a  considerable  portion  of  the  flats  on  the  west  and  lower 


174 


New  York  Harbor  Commission  Reporti 


part  of  the  bay,  not  by  itself  only,  but  also  by  means  of  the  small  slue  en- 
tering it  from  the  bars  which  will  be  spoken  of  hereafter. 

It  is  evident  from  the  preceding  description  that,  however  good  the  capa- 
city of  the  reservoir  may  be,  its  form  might  be  bettered. 

Kill  Van  Kull  is  the  shortest  and  deepest  of  the  two  outlets.  Its  length 
measured  on  the  line  of  deepest  water  from  the  upper  bar  to  a  line  drawn 
from  wharf  C  (manuscript  chart  of  the  commissioners),  tangent  to  Consta- 
ble point,  is  twenty-four  thousand  five  hundred  feet. 

The  maximum  width  between  the  eighteen-foot  curves  is  seventeen  hun- 
dred, and  the  minimum  eight  hundred  and  seventy-five  feet.  The  south 
side  of  the  bed  is  steep,  more  so  than  the  north  side  ;  the  least  distance  be- 
tween the  shores  is  sixteen  hundred  feet,  which  is  also  the  average  distance 
between  the  wharv^es,  and  the  greatest  more'  than  twenty-four  hundred. 
The  bottom  in  the  deepest  part  of  the  channel,  never  rises  nearer  to  the  sur- 
foce  than  twenty-eight  feet,  while  it  sinks  to  forty-eight. 

The  channel  has  been  divided  into  five  section?,  and  the  mean  depth  ta- 
ken in  each  section  ;  the  mean  of  all  these  means  is  thirty-one  and  a  quar- 
ter feet. 

If  to  these  details  it  be  added,  that  the  inflections  of  the  passage  are 
very  slight  and  unimportant,  it  must  be  admitted  that  we  have  described  a 
channel  in  which  nature  has  left  but  little  work  for  man,  except  to  construct 
the  means  by  which  her  bounty  may  be  enjoyed.  In  doing  this  he  must  be 
careful  not  to  impair  the  bounty. 

Arthur's  Kill  or  Staten  Island  sound  is  the  remaining  outlet.  It  differs 
essentially  from  the  other  which  possesses  a  deep  and  straight  bed,  mostly 
confined  by  bold  or  tenacious  banks,  while  Arthur's  Kill  meanders  in  a 
winding,  and  at  the  beginning,  somewhat  sluggish  way,  through  a  d^^strict 
composed  chiefly  of  yielding  marsh,  with  a  few  sand  beaches,  and  occa- 
sional tracts  of  firm  ground,  the  extremities  of  necks  or  points  projecting 
beyond  the  general  line  of  upland.  The  upper  part  of  the  sound  for  a  dis- 
tance of  about  seven  miles,  is  narrow,  Avith  an  occasional  expansion,  hav- 
ing an  average  depth  of  less  than  twenty  feet;  the  middle  part  widens  and 
loses  in  depth,  which  decreases  to  an  average  of  seventeen  feet  ;  the  depth 
increases  again  on  approaching  Perth  An  boy,  where  the  shore  is  bold  and 
the  channel  deep  and  spacious. 

This  last  change  is  due  to  the  relative  increase  in  amount  of  the  back- 
watier.  The  whole  lenjrth  of  Arthur's  Kill  on  the  line  of  deepest  water, 
from  the  lower  bar  to  Ward's  point,  is  about  thirteen  miles. 

Throughout  this  length  there  are  no  serious  impediments  to  navigation, 
arising  from  want  of  room. 

Six  hundred  feet  across  is  the  least  breadth,  and  that  is  rare,  except  in 
the  divided  channels  just  above  Chelsea  ;  the  average  much  exceeds  six 
hundred  feet. 

This,  of  course,  is  the  breadth  between  the  shores  ;  that  between  the  six- 
foot  curves  is  a  very  little  less;  and  again,  it  falls  between  the  twelve-foot 
curves  till  it  gets  down  as  low  as  four  hundred  feet ;  between  the  eighteen- 
foot  curves  it  sometimes  falls  below  two  hundred  feet,  and  in  one  place,  even 
below  one  hundred  feet.    The  ditliculty,  however,  is  not  here. 

It  is  in  the  depth.  At  the  divided  ch^mnels  above  Chelsea,  there  are 
bars  having  only  eight  feet  on  them  at  low  water,  one  of  which  is  at  the 


JN'ew  York  Harbor  Commission  Reports, 


175 


upper  entrance  of  the  east  channel,  the  other  at  the  lower  entrance  of  the 
west  channel. 

These  bars  may  be  said  to  control  the  navigation  of  the  sound,  for  no 
vessels  can  habitually  resort  to  its  waters  which  have  a  larger  draught 
than  eight  feet. 

In  twenty-three  cross  sections,  taken  promiscuously  above  and  below 
these  bnr.5,  the  mean  depths  vary  all  the  way  from  twelve  to  thirty-five  and 
a  half  feet ;  the  mean  of  all  being  seventeen  and  three  quarters  feet. 

But  for  these  eight-foot  bars,  then,  above  and  abreast  of  Chelsea,  the 
vessels  plying  on  the  sound  might  be  of  larger  burden.  These  bars  might, 
if  expedient,  be  dredged. 

By  the  foregoing  description,  it  will  be  perceived  that  there  is  ample 
room  for  improvement  in  Arthur's  Kill. 

The  bars  which  separate  Kill  Van  Kull  from  Arthur's  Kill  and  Staten 
Island  sound,  are  still  to  be  noticed. 

There  are  two  bars,  called  by  pilots,  the  upper  and  lowcr.  They  con- 
stitute a  large  mud  deposit,  of  a  very  irregular  form  and  depth,  the  length 
of  which,  in  a  line  adjoining  the  two  kills,  is  about  five  tiiousand  five  hun- 
dred feet. 

To  pass  from  one  cnanncl  to  the  other,  it  is  necessary  to  cross  these  bars, 
the  upper  of  which  has,  for  its  greatest  depth,  at  low  water,  but  five  feet, 
in  a  channel  only  twenty-five  feet  wide. 

The  channel  south  of  Shooter's  island,  which  leads  up  to  this  bar,  is 
two  hundred  feet  wide,  having  a  maximum  depth  of  twenty-two  feet.  The 
bottom  of  these  bars  is  sand  and  mud,  soft  and  yielding,  without,  as  we  are 
informed,  any  rock. 

The  most  interesting  feature  of  this  great  mud  flat  is,  that  it  foi-ms  the 
rising  ground  against  which  the  receding  waters  of  Newark  bay  impinge, 
and  by  which  they  are  divided  ;  and  also  the  place  of  final  meeting  and 
rest  ( f  the  Avaters  coming  in  from  opposite  directions. 

It  is  to  the  fact  of  its  being  the  double  seat  of  divergence  and  confluence 
of  the  ebb  and  flood  tidal  currents  that  it  owes  its  existence,  and  the  pecu- 
liarities in  its  shape  might  be  easily  traced  to  the  collision  and  exhaustion 
of  unequal  forces  (weigliing  the  relative  amounts  of  these  forces),  if  this 
were  the  occasion  for  such  minute  inquiries.  It  would  not,  we  think,  be 
difficult  so  to  adapt  a  plan  of  improvement  to  the  shore  of  Staten  Island, 
opposite  Newark  bay,  as  to  secure  the  co-operation  of  the  natural  flow  of 
water,  and  thus  bring  the  two  cul-de-sacs  to  meet,  removing  or  deepening 
the  upper,  and  improving  also  the  lower  bar. 

At  present,  however,  it  is  not  worth  while  to  incur  a  greater  expense 
than  that  of  dredging,  an  operation  veiy  easily  performed,  if  our  informa- 
tion as  to  the  material  is  correct. 

But,  if  a  future  increase  of  business  should  render  it  desirable,  to  give 
greater  stability  to  the  navigation  of  these  waters  than  can  be  secured  by 
the  use  of  the  dredging  machine,  the  attempt  might  be  made  with  good 
hope  of  success. 

The  state  of  the  navigation  is  regulated  by  these  bars,  as  it  is  by  the  bars 
previously  spoken  of  in  Staten  Island  sound. 

For  example  :  the  steamer  John  Potter,  of  the  Camden  and  Amboy  line, 
whose  pilot  is  thoroughly  acquainted  with  the  ground,  never  crosses  it  at 
low  w..Ur,  l)ut  goes  outs'dc  :  her  draught  is  six  feet  eight  inches. 


176 


New  York  Harbor  Commission  Reports. 


This  may  be  taken  as  a  general  index  of  the  navigation.  We  have  not 
drawn  any  line  on  the  Staten  Island  shores,  opposite  Newark  bay,  because 
an  ordinary  line,  regulating  the  limit  of  construction,  is  not  wanted  here  ; 
a  plan  of  improvement,  such  as  we  have  suggested  above,  is  required. 

These  two  channels.  Kill  Van  KuU  and  Arthur's  Kill,  resemble  canals, 
in  shape,  and  some  of  the  reasoning  applied  to  canals  may  be  correctly  trans- 
ferred to  their  cases.  It  is  on  account  of  their  peculiar  dimensions,  their 
great  length  and  little  breadth,  and  on  account  of  their  relations  to  the  re- 
ceiver, that  resistance  ought  to  be  considered  in  making  any  changes  in  their 
natural  condition. 

There  are  three  kinds  of  resistance :  the  resistance  of  friction,  or  that 
which  proceeds  from  the  action  of  the  sides  (D' Aubuisson,  chap,  iii.,  art.  1, 
pp.  2 2 2-2 2 G),  the  resistance  arising  from,  change  of  direction,  and  that 
which  is  caused  by  enlargements  and  contractions.    (Ibid.  230,  et  seq.) 

Irregularities  and  sources  of  disturbance,  which  would  produce  no  sensi- 
ble effect  wliatever  in  the  bay  or  the  spacious  river,  are  felt  in  narrow  and 
canal-like  passages.  They  interfere  with  the  ascent  of  the  water,  change 
the  velocity  and  modify  the  direction  of  the  current,  create  counter  currents, 
and  render  navigation,  which  would  otherwise  be  plain,  puzzling  and  in- 
tricate. 

Unequal  rates  of  the  current  are  troublesome.  It  is  difficult  to  steer  in 
narrow  channels  when  the  vessel  is  passing  from  water  moving  with  the 
velocity  of  one  hundred  feet  a  minute  to  water  moving  fifty  feet  a  minute, 
or  the  reverse,  and  the  longer  the  vessel  the  greater  the  difficulty. 

The  considerations  we  have  briefly  stated,  or  we  should  rather  say,  sug- 
gested, are  very  applicable  to  every  plan  of  improvement,  presenter  future, 
in  these  narrow  channels.  Without  multiplying  them,  or  enlarging  upon 
their  applicability,  we  will  proceed  to  our  recommendations. 

AYhen  the  coast  survey  tidal  observations  in  these  sounds  are  fully  dis- 
cussed we  shall  have  data  for  further  suggestions.  We  recommend  for  both 
shores  of  Kill  Van  Kull,  that  the  lines  drawn  on  the  map,  comprising  in 
general  the  twelve-foot  curve,  be  taken  as  the  line  of  bulkhead,  or  of  solid 
filling,  or  as  the  pierhead  line. 

The  south  side  is  not  to  be  suffered  to  encroach  upon  the  deep  water. 
These  lines  are  drawn  on  the  coast  survey  map ;  their  effect  is,  slightly  to 
narrow  the  channel,  and  to  make  it  more  uniform  in  width. 

In  Arthur's  Kill  we  recommend  that  the  natural  shore  line  be  adopted, 
in  general  for  the  line  of  bulkhead,  and  that  piers  bo  not  allowed  to  extend 
beyond  the  six-foot  curve.  The  lines  arc  drawn  on  the  coast  survey  chart. 
There  are  places  in  this  channel  where  the  bulkhead  might  extend  beyond 
the  shore  without  injury ;  but  they  are  special  cases,  which,  if  presented, 
must  be  decided  separately,  and  always  in  obedience  to  the  general  consid- 
erations we  have  laid  down. 

If  greater  depths  are  wanted  than  are  here  allowed,  the  dredging  ma- 
chine can  be  used,  and  desirable  ba.'^ins  can  be  cut  in  the  marsh. 

Finally  it  must  not  be  forgotten  that  the  channels  in  question  are  for  the 
most  part  quiet  and  well-protected  inland  wate'rs  (one  of  them,  the  longest, 
having  from  the  nature  of  its  shores  merely  occasional  landing-places), 
which  only  vessels  of  small  size  or  draught  frequent ;  that  but  few  vj'sscIs 
stop  in  them  ;  that  short  wharves,  therefore,  answer  all  the  ptnpc^sos  of 
business ;  and  that  quays  are  even  more  suitable  than  projecting  wharves. 


J)  i  a  ti  I'  a  m 

.s/ioiii/i'jilir  r/,,iiii/i.sonhr  /'ri/Ki/ifi/ Pffin/s  o/'fAf  Niit/json  River  be/we^/i  Albany  and  Aew  Balianore  from  the  Tnble  aecompaminq  Ihr  Report  of  Lieut. RMaiiiivnght  U  S.X.Asst.  C.S. 

  185ft.   _   


Tides  andCurreiits 

(U  Van  fPi&sPouit  HtLd.soji  River 

18  56. 


4^ 


s 


Tides  andCimetits 

at  Van  WmA-Poiiit,  Budson  River 

Durrtifj  a  Frcfhef 
18  56. 


Odober  8 


J^eio  York  Harhor  Commissum  Reports. 


177 


FROM  SAILOR'S  SNUG  HARBOR  TO  FORT  TOMPKINS. 

AVe  have,  in  this  section,  drawn  on  the  manuscript  chart  of  the  comnils- 
s'loners  the  lines  of  bulkliead  and  pierhead  which  we  recommend  to  the 
adoption  of  the  commissioners.  The  former,  the  line  of  bulkliCiid  or  solid 
filhng,  the  six-foot  curve  to  a  considerable  extent,  and  the  pierhead  lino,  or 
exterior  line  of  construction,  the  eighteen-foot  curve  to  a  considerable  ex- 
tent. 

Several  of  the  wharves  at  Tompkinsville  have  slightly  run  out  beyond 
this  limit. 

AVe  are  in  hopes,  from  recent  indications,  that  this  fair  and  sunny 
quarter  of  Staten  Island  is  about  to  be  restored  to  the  common  uses  of  so- 
ciety. 

It  might  be  well  also  to  ask  by  what  authority  the  half-finished  stone 
dock  at  Tompkinsville  was  begun  and  discontinued. 

Such  sights  as  this  show  that  competent  supervision  over  the  waters  of 
the  harbor  ought  to  be  permanently  lodged  in  some  responsible  keeping. 

SOUTH  SIDE  OF  STATEN  ISLAND. 

The  general  character  and  situation  of  the  south  side  of  Staten  Island  are 
those  of  an  external  seacoast. 

Ward's  point.  Red  bank,  Seguin's  point,  the  south  point  of  entrance  to 
the  Great  Kills,  &o.,  vary  by  their  steep  elevations,  the  general  uniformity 
of  the  shore  ;  the  prominent  features  are  those  of  the  west  side  of  tlie  island, 
veiy  much  softened  and  more  completely  mingled. 

The  contour  of  the  coast  furnishes  in  several  places  sutficient  protection, 
especially  from  northerly  winds,  but  the  want  of  water  will  always  present 
an  insuperable  obstacle  to  occupation  on  a  general  plan. 

The  interferences  of  the  tidal  streams,  entering  and  receding  in  various 
directions,  give  a  diversified  character  to  the  bottoms  of  Princes  and  Kari- 
tan  bays,  which  would  be  advantageously  pointed  out  and  explained  in  a 
more  general  paper  on  the  harbor. 

This  explanation  should  be  accompanied  with  the  times  of  transmission 
of  the  tide  wave  in  all  directions,  of  which  tlie  observations  are  already 
brought  to  a  conclusion, 

Tlie  special  objects  of  this  report,  however,  preclude  general  investiga- 
tions, and  we  have  said  all  that  is  necessary,  when  we  add  that  it  is  inex- 
pedient to  lay  down  lines  for  limits  of  construction,  on  the  south  side  of 
Staten  I.-land. 

Note. — While  collecting  the  materials  of  this,  and  our  other  reports  this 
past  summer,  it  was  pointed  out  to  us  that  the  central  part  of  the  harbor 
would  be  greatly  relieved  if  the  North  river  steamboats,  carrying  passengers, 
were  required  to  take  their  berths  above  Canal  street;  and  the  East  river 
steamboats,  similarly  <'mploycd,  above  Grand  or  Houston  street. 

This  arrangement  would  certainly  remove  some  troublesome  and  bulky 
vessels  from  the  prinri()al  seats  of  business,  and  the  narrowest,  most  fre- 
quented, and  at  certain  periods  of  the  tide,  most  difificult  parts  of  the  har- 
bor. 

12 


178 


New  York  Harbor  Commission  Reports. 


The  proposition,  so  far  as  it  relates  to  the  convenience  of  the  harbor,  re- 
ceives our  cordial  approval;  but  it  embraces  questions  of  economy  which 
do  not  fall  within  the  scope  of  our  duties. 

Very  respectfully  your  obedient  servants, 

Jos.  G.  TorrEN,  Chief  EngW,  U.  S.  A. 
A.  D.  Bache,  Sui^'t  U.  S.  Coast  Survey. 
Chas.  Hf.nky  Davis,  Com.  U.  S.  N. 
To  the  Commissioners  relative  to  encroachments 
and  preservation  of  the  harbor  of  New  York. 


(B  2.) 

EXTERIOR  LINES  IN  EAST  AND  NORTH  RIVERS. 

Report  of  the  Advisory  Council  of  New  York  Harbor  Commission,  recommend- 
ing certain  lines  in  the  East  and  North  Rivers,  and  in  Brooklyn,  July,  1856. 

GENERAL  TOTTEN,  ) 

PROFESSOR  BACHE,  \  Advisory  CouncU. 

CAPTAIN  DAVIS.  ) 

Gentlemen:  In  our  first  report,  dated  December  29,  1855,  accompany- 
ing the  first  report  of  the  commissioners,  we  recommended  (p.  37)  that 
the  water  area  above  Eighteenth  street,  inside  of  the  line  of  bulkhead, 
denoted  in  our  general  classification  by  the  letter  d,  under  the  head  of  New 
York  Side — East  River,  should  be  reserved  for  a  wet  basin  ;  and  we  further 
recommended,  in  the  same  report  (p.  36)  that  all  the  water  accommoda- 
tions outside  of  the  lines  denoted  by  the  letters  b,  c,  under  the  head,  New 
York  Side — North  River^  should  also  be  furnished  in  the  form  of  wet  basins. 

Having  learned,  in  our  recent  conferences  with  you,  that  our  recommen- 
dations might  not  be  adopted  and  carried  out,  we  had  the  honor  to  address 
to  you  the  following  communication  : 

New  York,  July  3,  1856. 

Dear  Sir:  It  appears  from  our  recent  conferences,  that  there  is  some 
doubt  whether  the  views  respecting  wet  basins  on  the  East  and  North  rivers, 
recommended  by  the  advisory  council  in  the  report  of  December  29,  1855 
(Report  of  commissioners,  &c.,  page  37),  and  adopted  and  reported  to 
the  legislature  by  the  commissioners  in  their  report  of  January  8,  1856 
(ibid.,  page  26),  will  be  crrried  into  effect  by  the  riparian  owners,  or  a 
majority  of  them ;  therefore,  we  have  thought  it  best  to  i*eraind  you  that 
the  lines  laid  down  by  us  in  section  d.  East  river,  and  sections  b,  c.  North 
river,  were  projected  with  the  expectation  that  this  mode  of  improvement 
would  be  introduced  and  established  by  law. 

If  we  should  prove  to  have  been  mistaken  in  tliis  expectation,  we  would 
desire  to  consider  the  lines  in  these  sections  in  reference  to  the  new  condi- 
tions recognized  by  the  commissioners. 

Will  you  do  us  the  favor  to  inform  us  of  your  present  views  and  opinions 
on  this  subject.    Very  respectfully,  your  obedient  servants, 

A.  D.  Bache, 
Charles  Henry  Davis. 
Hon.  G.  W.  PATrERSON,  Prest  of  the  Harbor  Commissioners. 


New  York  Harbor  Commission  Reports, 


179 


To  which  you  made  the  following  reply : 

Office  of  Harbor  Commissioners,  ) 
30  Broadicw/,  July  5,  185G.  ) 
Gentlemen  :  The  commissioners  have  had  your  note  of  the  3d  instant 
under  consideration. 

The  superiority  of  wet  basins,  in  many  cases,  over  the  ordinary  structures 
of  parallel  piers  will  not  be  questioned  by  those  familiar  with  their  advan- 
tages; but  in  view  of  the  large  number  of  riparian  owners  on  the  North 
and  East  rivers,  and  of  the  objection  which  many  of  them  iiave  expressed 
to  the  passage  of  an  act  requiring  them  to  construct  wet  basins,  the  com- 
missioners propose  to  describe,  under  your  advice,  such  lines  as  will  be  the 
limits  for  all  structures,  whether  piers  or  wet  basins. 
Very  respectfully, 

George       PATTEiisox,  CJiainnan, 

To  General  J.  G.  Totten, 

Professor  A,  D.  Bache, 

Commander  C.  H.  Davis. 
In  addition,  we  perceive,  by  the  senate  report  of  the  committee  on  com- 
merce and  navigation,  March  17,  185G,  relating  to  the  harbor  lines,  that 
the  lines  a,  h,  under  the  heiid.  Long  Island  Side  toward  Gowanus  Baij,  in 
our  same  report  (p.  40),  are  ^*  left  for  the  further  consideration  of  the  com- 
missioners, and  their  future  report,"  for  which  several  reasons  are  assigned, 
and  among  others,  a  doubt  whether  the  map  in  our  possession  registered, 
^'Brooklyn,  November  29,  1853,  Silas  Ludlum,  city  surveyor,"  was  really 
the  official  map,  as  we  supposed  it  to  be,  on  which  the  lines  of  the  com- 
missioners of  1853  were  correctly  laid  down  ;  and  we  are  requested  to 
specify  these  lines  again,  independently  of  any  former  action,  either  by  the 
commissioners  referred  to,  or  ourselves. 

The  subjects  of  the  present  report  accordingly  are : 

1-  The  exterior  and  bulkhead  lines  above  Eighteenth  street,  East  river, 
New  York  side. 

2.  The  exterior  and  bulkhead  lines  above  Hammond  street.  North  river. 

3.  The  lines  from  Fulton  ferry  to  Gowanus  bay,  Brooklyn. 

EAST  RIVER  ABO\TE  EIGHTEENTH  STREET— LINE  A. 

New  York  Side, — If  the  idea  of  converting  the  water  space  above  Eigli- 
teenth  street,  or  above  Lober's  bulkhead,  is  to  be  abandoned,  and  the  dredg- 
ing of  the  shoals  below  Eighteenth  street  be  given  up,  then  we  recommend, 
in  lieu  of  the  recommendations  in  our  first  report,  the  following  lines  of 
bulkhead  and  of  pierhead. 

The  line  of  bulkhead  to  be  a  continuation  of  Tompkins  street  from  the 
intersection  of  Tompkins  with  Eigiith  street  along  tlie  northeastwardly  side 
of  Tompkins  street,  as  shown  on  the  map,  to  its  intersection  with  the  north- 
wardly line  of  Eighteenth  street,  and  thence  in  a  curved  line  to  the  south 
line  of"  Forty-second  street,  as  shown  on  the  map. 

The  new  pierhead  line  commences  at  Kivington  street  and  runs  with  a 
varying  -distance  from  the  bulkhead  line  to  Forty-second  street,  as  on  the 
map.  / 

Between  Thirty-eighth  and  Forty-second  streets  the  pierhead  and  bulk- 
head lines  coincide. 


180 


New  York  Harbor  Commission  Reports. 


In  running  this  last  part  of  the  line,  we  have  taken  as  a  good  guide,  a 
guide  safe  for  preserving  the  navigation  of  the  channel,  and  safe  for  secur- 
ing the  owners  of  property  in  this  place  the  largest  grant,  which  is,  in  our 
opinion,  consistent  with  the  public  interests — the  average  distance,  regard 
being  had  to  the  sectional  area  between  the  shore  and  the  reefs  of  rock 
south  of  Blackwell's  island. 

The  interest  of  the  riparian  owners  has  been  strongly  urged  upon  our 
attention  by  several  distinguished  gentlemen,  and  we  added,  therefore,  a 
personal  examination  of  the  ground  to  a  careful  study  of  the  chart. 

We  admit  that  the  wants  of  riparian  owners  are  to  be  consulted  on  oc- 
casions like  the  present,  and  to  be  cared  for  in  a  liberal  spirit ;  and  acting 
upon  this  principle,  we  have  carried  out  our  line  as  far  as  it  is  admissible. 

Leaving  out  of  the  question  the  form  of  the  bottom,  and  its  unsuitable- 
ness  for  construction,  tlie  principal  and  governing  rule,  in  the  present  in- 
stance, is  founded  on  the  relative  capacities  of  the  channels  here,  and  in 
front  of  Williamsburgh. 

After  passing  the  line  of  Thirty-third  street,  to  the  north  and  east,  the 
CO  itents  of  the  sectional  areas  diminish  considerably,  from  about  eleven 
thousand  square  yards  to  about  four  thousand  five  hundred  square  yards — 
taking  into  account  the  channel  on  one  side  only  of  the  reefs. 

In  consequence  of  this  diminution,  the  velocity  of  the  current  is  increased  ; 
not,  however,  to  an  extent  offering  any  serious  impediment  to  navigation. 
But  the  navigation  of  this  portion  of  New  York  harbor  is  very  much  im- 
paired by  the  division  of  an  already  reduced  capacity  into  two  channels, 
both  of  which  are  narrow,  rocky,  and  rapid  in  their  currents. 

To  take  off  anything  from  ihese  narrow  channels,  which  are  now  mere 
thoroughfares,  affording  a  pcif;sage,  hut  no  anchorage,  or  even  temporary  stop- 
ping-place, in  order  to  supply  wants  arising  solely  from  tiie  character  of  the 
upland,  and  not  at  all  from  the  demands  of  trade,  or  shipping  accommoda- 
tion, would  be  a  manifest  sacrifice  of  the  public  good  to  private  advantage. 
The  present  lines  are  drawn  on  the  game  coast  survey  manuscript  chart  as 
the  former  ;  and  we  recommend  that  all  structures  exterior  to  these  be  forth- 
with removed. 

THE  EXTERIOK  AND  BULKHEAD  LINES  ABOVE  HAMMOND  STBEET, 
NORTH  EIVER  ;  B.  a 

It  causes  us  great  regret  to  perceive  that  the  idea  of  wet  docks  on  the 
North  river  is  likely  to  be  renounced  ;  we  have  previously  said  so  much 
upon  their  general  utility,  and  their  peculiar  adaptation  to  the  increased 
business  consequent  upon  the  enlargement  of  the  Erie  canal,  that  it  is  not 
worth  while  to  add  anything  here. 

There  are  few  structures  of  any  kind  connected  with  the  commerce  of 
New  York,  and  its  shipping  accommodation,  which  at  all  keep  pace  with 
the  wealth  and  extent  of  the  city.  We  indulged  the  hope  that,  in  this 
respect,  a  new  state  of  things  was  about  to  commence,  that  anticipating  a 
little,  an  inevitable  future  necessity,  we  were  about  to  see  systems  of  con- 
struction for  the  commercial  uses  of  New  Yqrk  adopted,  wliich  in  plan  and 
materials,  would  bear  a  respectable  proportion  to  the  position  of  New  York 
in  the  commercial  world. 

However  much  we  may  have  been  disappointed,  we  do  not  hesitate  to 


New  York  Harhoy^  Commission  Reports. 


iSl 


comply  with  the  request  of  the  commissioners,  and  we  now  report  the  fol- 
lowiiig,  as  the  permanent  hues  of  pier  and  bulkhead  above  Hammond  street 
on  the  North  river. 

We  recommend  that  the  exterior  line,  either  pierhead  or  bulkhead  line, 
be  a  line  drawn  from  a  point  six  hundred  and  six  feet  from  the  westwardly 
line  of  West  street  on  the  southwardly  line  of  Hammond  street  produced, 
to  the  point  of  intersection  of  the  westwardly  line  of  Thirteenth  avenue  with 
the  southwardly  line  of  Fourteenth  street,  and  that  all  piers  now  existing  in 
this  space  beyond  this  line  be  immediately  so  far  removed  as  not  to  oroject 
beyond  the  line. 

We  recommend  also  that  the  line  of  bulkhead  from  Fourteenth  to  vSev- 
enty-tifth  street  be  a  line  from  the  intersection  of  the  southwardly  line  of 
Fourteenth  street  with  the  westwardly  line  of  Thirteenth  avenue,  to  a  point 
one  hundred  feet  west  from  the  westwardly  line  of  Thirteenth  avenue,  on  a 
line  at  right  angles  to  the  Thirteenth  avenue,  drawn  from  the  point  of  inter- 
section of  the  westwardly  side  of  Twelt^th  avenue  produced,  and  the  west- 
wardly side  of  Thirteenth  avenue,  thence  to  a  point  similarly  measured  from 
Twelfth  avenue  and  thence  one  hundred  feet  westwardly  from  the  west- 
wardly line  of  Twelfth  avenue  and  parallel  to  it  to  Seventy-fifth  street. 

We  also  recommend  that  the  pierhead  line  in  this  space  from  Fourteenth 
to  Seventy-fifth  street  be  as  follows :  commencing  at  Fourteenth  street  with 
nothing,  it  extends  in  a  broken  line  as  on  the  map  to  a  point  four  hundred 
feet  from  the  westwardly  line  of  Thirteenth  avenue,  measured  at  right  angles 
to  it  from  the  point  of  intersection  of  the  westwardly  line  of  Iwelt'th  avenue 
produced,  and  of  the  westwardly  line  of  Thirteenth  avenue  (as  shown  on  the 
map),  and  from  that  point  to  Seventy-fifth  street  it  continues  at  an  unvary- 
inof  distance  of  three  hundred  feet  from  the  line  of  bulkhead.  These  lines 
of  bulkhead  and  pierhead  respectively  are  shown  upon  the  map.  We 
recommend  that  piers  projecting  beyond  this  line  be  at  once  removed. 

In  a  future  report  which  will  include  the  remaining  lines  in  the  North 
river,  and  will  treat  the  subject  of  the  North  river  generally,  we  intend  to 
give  some  of  the  principal  views  which  have  governed  our  deji'isions  ;  and 
to  save  repetition  we  refer  to  that  report  now.  In  it  we  shall  go  over  the 
same  lines  again,  and  assign  reasons  for  their  establishment. 

LINES  FROM  FULTON  FEERY  TO  GOWANUS  BAY,  BROOKLYN. 

Since  these  lines  have  been  under  revision,  we  have  read  valuable  com- 
munications from  intelligent  persons  who,  on  the  one  hand,  are  specially 
interested  in  the  preservation  of  the  channel  divided  by  a  shoal  from  J^ut- 
termilk  channel  proper,  which  makes  this  water  front,  and  from  persons 
who,  on  the  other  hand,  are  anxious  to  obtain  the  largest  limit  of  construc- 
tion for  commercial  purposes. 

We  have  no  difficulty  in  perceiving  that  a  just  distinction  may  exist  be- 
tween those  who  ask  for  an  extension  of  their  privileges  for  the  purpose  of 
building  wharves,  piers,  or  docks,  by  means  of  which  business  is  increased, 
and  the  general  prosperity  of  commerce  promoted-,  and  those  who  desire 
to  make  land  only,  and  whose  projects  of  improvement  are  not  connected 
with  mercantile  pursuits 

It  has  been  advanced  as  one  of  the  general  principles  to  be  observed  in 
the  improvement  of  tidal  harbors,  and  admitted  by  ourselves  in  our  report 
on  Portland  harbor,  "  that  as  all  plans  of  alteration  in  the  harbor  should 


182  New  York  Harbor  Commission  Reports. 


have  for  their  first  object  its  improvement  for  the  purposes  and  conveniences 
of  commerce,  so  they  ought  to  be  made  with  a  careful  regard  to  the  wants 
of  harbor  accommodation,  and  to  tlie  best  and  most  permanent  interests  of 
the  owners  and  proprietors  directly  concerned  in  their  execution." 

Now  we  learn  from  an  authentic  source  that  the  principal  proprietors  of 
the  river  front  between  Fulton  ferry  and  Atlantic  dock  are  of  the  opinion 
that  the  "  wharves  in  this  part  of  Brooklyn  will  probably,  in  all  future  time, 
be  used  for  warehousing  heavy  goods,  which  afti  i-ward  will  be  delivered  to 
shipping  for  importation,  or  to  consumers  in  New  York,  by  lighters." 

To  facilitate  this  "  business,"  proceeds  our  authority,  "  will  require  piers 
that  shall  be  long  and  wide  enough  for  sheds,  and  wharf-room  in  front  of 
the  warehouses  to  expose  the  goods  for  repairs,  examination,  and  sale,  and 
warehouses  from  two  to  four  hundred  feet  deep. 

"It  is  important,"  adds  the  writer,  and  his  position  is  indisputable, 
"  that  the  wharf  streets  be  (which  is  one  of  the  great  advantages  of  docks) 
under  the  control  of  the  private  owners,  that  the  goods  may  be  deposited 
and  protected  by  private  watchmen." 

Agreeably  to  the  principle  cited  above,  the  exterior  lines  should,  in  this 
instance,  be  carried  out  the  furthest  admissible,  for  here  the  "  harbor  ac- 
commodation,"' and  "the  best  and  most  permanent  interests  of  the  owners 
and  proprietors,"  are  perfectly  compatible. 

But  we  have  also  to  consider  the  representations  of  those  on  the  other 
side  who  are  interested  in  the  preservation  of  the  neighboring  channels ;  or 
we  should  rather  say  that  in  consulting  the  interests  of  ow^ners  and  propri- 
etors, we  are  not  to  neglect  the  general  "  purposes  and  conveniences  of 
commerce,"  nor  are  we  to  forget  that  tho«e  private  interests  are  the  "best 
and  most  permanent,"  which  are  regulated  with  a  strict  regard  to  the  gen- 
eral and  public  good. 

The  value  of  the  wharf  property  in  this  vicinity  is  wholl}'  dependent 
upon  the  existence  of  the  channel  in  question  and  Buttermilk  channel. 
This  proves  the  importance  to  individuals  of  preserving  these  channels. 
And  further,  no  one  acquainted  with  the  harbor  of  Now  York  from  perso- 
nal observation,  would  doubt,  even  if  uninformed  of  the  opinions  of  skilful 
pilots  and  intelligent  shipmasters,  that  these  channels,  so  much  resorted  to 
as  convenient  ways  from  one  part  of  the  harbor  to  another,  and  as  snug 
anchorages,  ought  to  be  jealously  guarded  from  encroacliment  on  account  of 
their  general  utility. 

Thus  public  and  private  interests  agree,  and  concur  in  pointing  out  the 
same  object:  The  maintenance  ot'  Buitermilk,  and  the  adjacent  channels,  in 
the  present  state  of  usefulness. 

Until  the  minute  survey  of  these  two  branches  of  Buttermilk  channel  by 
a  hydrographic  party  of  the  coast  survey  under  command  of  Lieutenant 
(now  Commander)  D.  D.  Porter,  U.  S.  N  ,  in  1848,  their  value,  practica 
bility,  and  capacity,  were  not  fully  known  and  appreciated. 

lie  showed  that  five,  six,  seven,  and  eight  fathoms  could  be  carried  out 
to  the  main  ship-channel,  and  six  fathoms  in,  through  the  eastern  branch 
to  the  East  river. 

One  boundary  of  this  double  channel  is  Governor  s  island,  the  property 
of  the  general  government,  with  its  piers  and  landing  places,  the  other 
boundary  is  a  valuable  district  of  the  populous  and  busy  mart  of  Brooklyn. 


New  York  Harbor  Commission  Beports.  183 


But  the  hydrographic  survey  oi  1848  not  only  exposed  the  merits  of 
these  channels,  but  it  rendered  a  service  equally  p;reat  by  showing  liovv 
much,  and  in  what  way,  they  had  changed  since  1835,  the  date  of  the  first 
survey  by  the  hydrographic  party  of  the  coast  survey  under  Captain  Gedney. 

The  subsequent  examination  of  last  year,  by  Lieutenant  Commanding 
Craven,  U  S.  navy,  assistant  coast  survey,  has  enlightened  us  still  further 
on  this  subject. 

The  changes  referred  to  are  found  in  the  "Eemaiks  on  Surveys,  made  at 
different  Periods  in  New  York  Harbor,"  which  form  part  of  the  "  Rei)ort 
of  the  Superintendent  of  the  Coast  Survey,  on  ihe  Surveys  of  New  York 
Harbor,  made  under  his  Direction  by  Request  of  Commissioners."  Tlie  re- 
port is  in  the  Appendix  to  the  first  report  of  tlie  harbor  commissioners,  and 
is  marked  B. 

It  appears  from  these  "  Remarks" — 1.  That  the  shoal  at  the  head  of  But- 
termilk channel,  has  been  diminishing  since  1835,  in  size,  but  that  the  spot 
of  least  depth  has  shoaled  from  thirteen  to  eleven  and  a  half  feet.  2.  That 
the  shoal  evidently  changes  in  position  and  often  in  size.  3.  That  it  has 
always  left  to  the  east  and  west  of  its  channels  of  uniform  proportionate 
depth  and  width. 

In  addition  to  the  above,  it  appears — 4.  That  beiween  1835  and  1848, 
the  channels  increased  in  depth  and  lost  in  breadth,  tlie  water  having 
shoaled  on  one  side  from  twelve  to  seven  feet,  and  on  the  other  from  twelve 
to  ten  feet. 

From  the  preceding  premises  we  draw  the  following  inferences :  1 .  That 
while  there  is  an  increased  velocity  in  the  current,  there  is  an  indication  of 
a  tendency  in  the  central  shoal  to  rise  toward  the  surface.  2.  That  these 
fluctuations  in  the  condition  of  this  shoal,  show  that  it  is  easily  disturbed 
by  changes  in  the  shores  of  the  channels.  3.  That  there  is,  superior  to  all 
disturbing  influences,  a  predominating  and  efficient  cause,  which  preserves 
the  existing  system  or  regimen  ;  this  cause  is  evidently  the  conflict  of  nat- 
ural forces  through  the  action  of  which  the  shoal  was  originally  built  up. 
4.  And  finally,  that  the  actual  capacity  of  the  combined  channels  is  sensi- 
bly decreasing.  It  is  a  law  inferred  from  constant  observation,  that  changes 
in  one  side  of  the  alluvial  bed  of  a  stream,  produce  corresponding  changes 
in  the  other  side. 

In  the  case  of  a  stream  of  which  the  current  is  intercepted  by  a  consid- 
erable shoal,  like  Buttermilk  channel,  some  modification  of  the  action  of 
this  law  would  take  place.  Nevertheless,  we  may,  and  indeed  must,  con- 
clude from  Professor  Bache's  fourth  statement,  that  changes  in  one  side  of 
Buttermilk  channel  are  followed  by  changes  in  the  other  side  ;  not  so  great, 
however,  as  they  would  be  if  the  central  shoal  did  not  exist. 

These  conclusions,  viz.  :  the  increased  rapidity  of  the  current  confirmed 
by  observation,  the  diminished  capacity  of  the  channel,  and  the  certain  in- 
jury to  the  property  of  the  general  government  at  Governor's  island,  which 
will  arise  from  carrying  out  too  far  the  limits  of  occupation  of  the  water 
area  on  the  Brooklyn  side,  all  combine  to  impress  us  with  the  necessity  for 
exercising  a  prudent  restraint  over  our  desire  to  extend  harbor  accommo- 
dation, and  promote  the  interests  of  the  proprietors  in  this  district.  Thus 
we  have  given  a  brief  synopsis  of  the  principal  and  most  obvious  consider- 
ations which  have  governed  us  in  determining  the  lines  to  be  recommended. 


184 


New  York  Harbor  Commission  Reports. 


There  are  other  considerations,  less  obvious  but  not  less  important,  which 
relate  to  the  stability  of  the  channels,  and  their  connection  with  the  main 
channels  of  the  harbor.  We  have  suggested  some  of  them  in  our  report 
on  Gowanus  bay  and  its  improvements,  which  we  need  not  repeat. 

But  although  we  think  it  our  duty,  as  it  is  our  pleasure,  to  give  to  the 
representations  of  riparian  owners  and  to  the  remonstrances  of  general  par- 
ties, submitted  to  us  by  the  commissioners,  the  most  candid  and  respectful 
attention,  and  although  we  have  not  recommended  lines  without  deliberate, 
repeated,  and  we  believe  thorough  investigation,  still  we  remember  that 
something  is  to  be  taken  upon  our  authority,  and  that  it  could  not  be  expected 
of  us  that  we  should  put  upon  paper  the  frequent  and  protracted  conferences 
by  which  we  have  been  conducted  to  our  final  decision. 

We  have  been  informed  that  different  interpretations  have  been  put  upon 
the  law  of  1853,  and  that  the  owners  have  contended  for  a  distinct  line  of 
piers,  bulkheads,  &c. 

We  understand,  however,  that  our  action  is  to  be  independent  of  any- 
thing heretofore  done,  or  asked  for,  and  that  we  are  to  consider  the  exist- 
ing state  of  things  only. 

With  this  understanding,  and  having  in  view  the  weighty  considerations 
already  adduced,  we  recommend  the  following  pierhead  and  bulkhead  lines 
from  Fulton  ferry  to  Atlantic  dock  : 

From  Fulton  ferry  to  Harrison  street,  the  lines  of  bulkhead  and  pierhead 
are  generally  the  same  as  those  described  in  our  former  report.  (Commis- 
sioners' Report,  p.  40.)  They  are  now  drawn  on  the  coast  survey  manu- 
script chart ;  and  are  adopted  as  our  own  independently  of  all  other  maps 
or  plans. 

We  recommend  that  Ford's,  Kelsey's  and  Plamilton  ferry  piers  be  allowed 
to  stand,  under  the  conditions  mentioned  in  our  report  of  last  year.  (See 
Appendix  to  Commissioners'  Report,  pp.  38-41.) 

From  Harrison  street  to  the  face  of  Atlantic  dock,  the  line  of  pierheads 
runs  in  a  gentle  curve  to  a  point  in  the  face  of  the  Atlantic  dock  bulkhead 
eight  hundred  feet  distant  southerly  from  the  dock  at  Hamilton  street  ferry, 
and  the  line  of  bulkhead  is  a  line  parallel  to  the  pierhead  line  ;  both  of  these 
lines  are  also  drawn  on  the  same  coast  survey  manuscript  chart  referred  to 
in  the  previous  sentence. 

The  continuation  of  the  line  of  solid  filling,  or  of  bulkhead,  runs  from  the 
northeast  corner  of  Atlantic  dock  to  a  point  which  is  the  intersection  of  Par- 
tition street,  with  the  line  of  the  face  of  the  Atlantic  dock  continued.  The 
topographical  map  shows  that  the  solid  filling  already  comes  up  to  this  line. 

The  point  of  intersection  here  described,  is  the  starting  point  of  the  lines 
in  Gowanus  bay. 

Abreast  of  the  lower  part  of  the  last  line,  is  the  shoal  which  the  Atlantic 
dock  has  proposed  to  occupy. 

At  present,  we  recommend  that  no  construction  exterior  to  this  line  be 
admitted.    Very  respectfully,  your  obedient  servants, 

Jos  G.  ToTTEN,  Bt.  Brig.  GenU  and  Chief  Eng.  U,  S.  A. 
A.  D.  Bachk,  JSupt.  U.  S.  Coast  Sui-vet/. 
Charles  Henry  Davis,  Com'r  U.  S.  iV. 
To  the  CoMMissiONEHS  relative  to  encrcachments 
and  x^f^^^rvation  of  the  harbor  of  New  York. 


Neio  YurJc  Harhor  Com^nission  Reports. 


185 


(C.) 

GOWANUS  BAY. 

Report  of  the  Advisory  Council  on  Gowanus  Bay  and  its  Improvements^  July 

31,  1850. 

By  a  resolution  of  the  harbor  commissioners,  passed  on  the  1st  of  July, 
we  are  requested  to  make  a  special  report  on  the  subject  of  Gowanus  bay 
and  its  improvements 

The  resolution  is  in  the  following  words  : 

"  Resolved^  That  the  adv  isory  council  be  respectfully  requested  to  examine 
and  report  to  this  board,  whether  the  construction  of  docks  and  basins  in 
Gowanus  bay,  on  the  lines  described  in  the  act  passed  by  the  legislature  of 
New  York  at  its  recent  session,  authorizing  Daniel  llichards  and  others 
to  construct  docks,  piers,  and  basins,  in  Gowanus  bay,  Avill,  in  their  opinion, 
affect  unfavorably  the  harbor  of  New  York,  and  also  whether  Gowanus  bay, 
a  part  thereof,  will  be  injured  by  such  erections." 

This  resolution  is  so  worded  that  we  might  confine  our  reply  to  an  ex- 
amination of  the  plans  accompanying  it,  and  an  opinion  upon  the  merits  of 
the  plans.  We  have  thought,  however,  that  the  wliole  subject  was  one  of 
too  much  importance  to  be  treated  so  briefly,  and  that  we  should  best  sat- 
isfy the  judgment  of  the  commissioners  by  showing  the  relation  of  Gowanus 
bay  to  the  neighboring  ground  and  channels ;  by  entering  into  somewhat 
more  general  views  upon  the  improvement  of  this  region  ;  and  by  stating,  in 
a  very  few  words,  upon  what  principles  these  views  are  based. 

This  is  one  of  those  cases  where  the  appearance  of  a  merely  arbitrary  de- 
cision ought  to  be  and  can  conveniently  be  avoided.  Aud  we  indulge  the 
hope,  that  what  we  have  to  say  here  may  not  be  without  beneficial  appli- 
cation elsewhere. 

This  report  will  consist  of  two  divisions — 

1.  The  general  examin  itlon  of  Gowanus  bay  and  its  dependencies. 

2.  The  discussion  of  the  Richards'  plans,  with  some  suggestions  as  to  a 
general  plan  of  wet  docks  in  the  bay. 

GOWANUS  BAY  AND  ITS  DEPENDENCIES. 

The  harbor  of  New  York,  in  its  great  extent  and  variety,  consists  of  nu- 
merous distinct  branches  or  parts,  many  of  which  may,  with  perfect  pro- 
priety, be  considered  separately  in  respect  to  local  changes  or  improvements. 
A  descriptive  enumeration  of  the  parts  which  combine  to  make  up  the  com- 
plex whole  of  New  York  harbor,  and  an  explanation  of  the  relations  of 
these  parts  to  each  other,  belong  to  the  scientitic  account  of  the  harbor 
which  will  form  the  appropriate  sequel  to  our  special  reports. 

It  is  sufficient  to  say  now,  that  Gowanus  bay  and  its  dependencies  con- 
stitute one  of  these  parts,  and  to  show  how  fiir  they  can  be  considered  dis- 
tinctly from  the  others. 

If  a  line  be  drawn  from  the  point  of  intersection  of  Atlantic  dock  with 
Partition  street,  to  a  wharf  on  the  southwest  shore  of  Long  Island,  which 
is  marked  W.  on  the  hydi  ographical  sheet  of  the  coast  survey,  No.  490, 
there  is  on  the  northeast  of  this  line  the  capacious  basin  of  Gowanus  bay, 


186 


New  Yorlc  Harbor  Commission  Reports. 


and  on  the  other  side  a  narrow  but  deep,  straight,  and  excellent  channel 
separated  from  the  main  ship  channel  by  that  well-known  feature  of  tidal 
harbors  in  alluvial  districts,  a  middle  ground. 

The  basin  and  channel  have  to  each  other  the  relation  (not  exclusive  we 
should  observe)  of  an  interior  reservoir  or  water  receptacle,  and  an  exterior 
passage  to  the  sea,  created  and  maintained  bj  the  alternate  flow  and  ebb  of 
the  tidal  current  into  and  from  the  reservoir.  Of  the  basin  itself,  it  is  onl^ 
necessary  to  observe  that  (with  the  exception  of  a  very  small  canal  and  in- 
terior basin  the  discharge  of  which  has  so  little  scouring  power  that  it  need 
not  be  taken  into  account),  it  is  entirely  shut  in  and  forms  one  of  those  en- 
closed bays  in  which  the  water  shoals  gradually  and  uniformly  toward  the 
shore,  and  the  currents  of  the  flood  tide  cease  to  have  any  velocity  or  deter- 
mined direction. 

The  channel  has  several  features  which  are  to  be  specially  noticed  in  dis- 
cussing any  improvements  which  may  affect  its  future  condition. 

It  is  the  channel  which  empties  the  bay  on  the  ebb.  This  is  not  only 
proved  by  the  tidal  observations,  but  it  is  apparent  fiom  the  direction  of 
the  channel  and  its  gradually  increasing  width  and  depth. 

At  and  below  Owl's  Head,  the  deep  water  approaches  very  near  the 
shore,  and  creates  a  bold  and  useful  water  front. 

The  ciiannel  connects  with  Buttermilk  channel  by  a  straight  and  contin- 
uous passage,  over  the  head  of  the  middle  ground,  having  not  less  than  four- 
teen feet  of  water. 

The  middle  ground  is  the  continuation  of  a  spit  which  makes  off*  under 
water  from  Red  Hook.  It  is  a  subaqueous  deposit  such  as  indicates  a  slug- 
gish state  of  the  water  arising  from  the  conflict  between  the  divided  currents 
of  the  flood  and  ebb  tides. 

Now  the  existing  states  of  the  reservoir  of  Gowanus  bay,  of  Yellow- 
Hook  channel,  and  of  the  middle  ground,  combined,  their  relations  to  and 
their  influence  and  dependence  upon  each  other,  constitute  an  established 
regimen  or  condition  of  permanence.  The  circumstances  on  which  the 
stability  of  this  regimen  depends  ought  not  to  be  disturbed  without  a  careful 
regard  to  the  consequences. 

We  approve  in  the  most  decided  and  unqualified  manner  of  the  occupa- 
tion of  Gowanus  bay  by  the  construction  of  wet  docks.  It  is  the  only 
feasible  mode  of  improvement  in  this  place.  Its  uniform  shallowness  ren- 
ders the  occupation  of  the  water  area  by  parallel  piers  not  only  impracti- 
cable but  positively  injurious.  If  they  were  built,  their  effect  would  be  to 
create  a  means  of  deposit  by  which  the  basin  would  be  rapidly  diminished 
in  size,  and  the  piers  themselves,  however  far  they  might  be  carried  out,  ren- 
dered useless. 

But  this  spot  is  remarkably  well  protected,  and  is,  on  this  account,  and 
on  account  of  its  local  conveniences,  and  the  nature  of  the  bottom  which 
makes  excavation  easy,  a  most  favorable  situation  for  wet  docks. 

We  shall  assume,  then,  that  all  future  improvements  there  will  take  this 
form;  and,  starting  with  this  assumption,  we  lay  down  for  our  guidance, 
in  discussing  any  plan-i  for  wet  docks,  the  following  fundamental  principle, 
that  the  existing  regimm  of  Gowanus  baij  and  its  dependencies^  and  the  circmnstan^ 
ces  which  insure  the  preseri-atiun  of  the  channels  in  this  vicinitg,  are  to  be  dis- 
turbed as  little  as  possible. 


New  York  Harbor  Commission  Reports. 


187 


We  shall  now  proceed  to  give  our  views  upon  Eichards'  plans,  and  in 
order  to  avoid  the  appearance,  as  we  said  before,  of  merely  arbitrary  o[)in- 
ions,  and  in  order  also  to  show  that  we  have  studied  the  subject  carefully, 
we  will  give  some  of  the  grounds  of  our  opinions.  We  say  some  of  the 
groiimh  only,  for  we  wisli  to  avoid  repetitions  and  unnecessary  details.  We 
do  not  forget  that  something  is  to  be  taken  upon  our  authority,  yet  we  are 
desirous  of  satisfying  judicious  and  disinterested  persons  that  we  have  not 
proposed  to  modify  the  plans,  on  which  clever  minds  have  bestowed  a  great 
deal  of  labor  and  thought,  without  good  reason. 

RICHARDS'  PLANS,  WITH  SOME  SUGGESTIONS  AS  TO  A  GENERAL  PLAN 
OF  WET  DOCKS  IN  GOWANUS  BAY. 

As  a  preliminary  step  toward  showing  in  what  respects  the  fundamen- 
tal principle  we  have  laid  down  will  be  violated  by  a  strict  adherence  to  the 
lines  described  in  section  1,  of  the  act  of  the  legislature,  authorizing  Daniel 
Richards  and  others  "  to  erect,"  construct  and  build  "  docks,  wharves, 
bulkheads,  piers,  and  basins,"  in  and  near  Gowanus  bay,  let  us  look  for  a 
moment  at  the  views  and  expectations  of  the  grantees,  developed  partly  by 
the  plans  themselves,  but  chiefly  communicated  to  us  by  the  gentlemen  who 
did  us  the  favor  to  confer  with  us  on  the  subject  in  New  York. 

We  venture  to  observe,  without  meaning  to  derogate  at  all  from  the 
judgment  of  these  gentlemen,  that  the  expectation  is  apparently  entertained 
that  things  are  to  remain  pretty  much  as  they  are  now  during  the  process 
t  f  construction  of  their  docks,  and  after  they  are  completed.  This  seems 
to  be  not  unfrequently  the  case  with  projectors  of  constructions  under  water. 
The  certain  consequences,  whether  immediate  or  remote,  of  putting  a  solid 
stone  wall  Avith  sharp  angles,  across  a  channel-way,  upon  an  alluvial  bot- 
tom, where  the  depth  is  eighteen  feet,  and  the  average  velocity  of  the  tidal 
current  is  one  hundi  ed  feet  per  minute,  do  not  appear  to  enter  into  tlie  cal- 
culation. At  least  we  see  no  evidence  of  it  in  the  plans,  and  we  hear  none 
voluntarily  adduced.  And  it  is  certainly  most  liberal  to  suppose  that  the 
consequences  are  not  foreseen ;  that  such  serious  alterations  as  must  inev- 
itably follow  in  channels,  shoals,  valuable  water  fronts  (not  belonging  to 
the  parties  concerned  in  these  docks),  rates  of  current,  deposits,  &c.,  liave 
not  entered  into  the  deliberations  of  the  projectors.  These  alterations,  we 
say,  are  inevitable.  They  are  of  public  and  private  concern.  And  they 
furnish  sufficient  reasons  for  such  a  modification  of  the  plan  as  will  prevent 
those  of  them  which  are  most  objectionable. 

In  the  fir.4  place,  we  call  the  attention  of  the  commissioners  to  the  fact 
that  the  line  which  runs  "  southwesterly  on  a  straight  line  and  parallel  with 
Ferris  street,  sixteen  hundred  and  fifty  feet  into  the  bay,"  which  is  nearly 
a  continuation  of  the  face  of  the  Atlantic  dock,  passes  through  a  depth  of 
twenty-six,  terminates  in  twenty-three  feet  of  water,  and  intercepts  the 
passage  which  connects  Buttermilk  with  the  head  of  Yellow  Hook  channel. 
The  waters  of  Buttermilk  channel  are  contracted  aftor  passing  the  opening 
of  Atlantic  dock,  between  the  spit  on  the  southwest  of  Governor's  island 
on  one  side,  and  the  rocky  point  of  the  shoal  off  Atlantic  dock  on  the  other. 
As  soon  as  the  waters  of  the  ebb  are  released  from  this  confhu'ment,  they 
spread  out  toward  Gowanus  bay,  and  while  th;y  keep  open  the  connecting 
passage  above  mentioned,  they  also  combine  with  the  water  of  the  bay  to 


188 


New  York  Harbor  Commission  Reports. 


maintain  Yellow  Hook  channel.  We  find  from  the  current  observations 
that  the  current  of  the  ebb  runs  on  the  first,  third,  and  fourth  quarters 
toward  Yellow  Hook  channel,  with  an  average  velocity  of  one  hundred  and 
thirty  feet  per  minute,  at  the  strongest  period  of  the  tide  in  its  normal  state. 
The  uniformity  and  stability  of  this  action  are  shown  by  the  reverse  course 
of  the  flood  current,  which  at  the  entrance  of  Buttermilk  channel  sets  to- 
ward the  southwest  end  of  Governor's  island,  with  a  somewhat  reduced 
velocity  of  about  ninety  feet  per  minute.  The  ebb  current  is  the  strongest, 
but  the  direction  of  the  flood,  it  appears  from  the  observations,  is  even  more 
regular  and  unvaried  than  that  of  the  ebb  current.  This  is  due  to  the  effect 
of  Gowanus  bay.  The  curves  which  dehneate  the  contour  of  Ihe  bottom, 
correspond  with  the  observations,  and  confirm  their  strict  accuracy.  A 
simple  inspection  of  ihe  map  will  satisfy  you  that  the  curves  of  six,  twelve, 
and  eigliteen  feet,  diverge  at  this  place  suddenly  to  the  eastward.  It  is 
apparent  from  the  preceding  statement  that  the  immediate  effect  of  a  solid 
structure  on  the  line  quoted  from  the  act  will  be — 

1.  To  destroy  the  connected  passage  between  Buttermilk  and  Yellow 
Hook  channel. 

2.  To  divert  the  contributions  of  water  from  the  former  channel  to  Go- 
wanus bay. 

3.  To  increase  the  rapidity  of  the  current  of  the  ebb,  at  the  southwest 
entrance  of  Buttermilk  channel,  to  a  degree  that  will  seriously  impede  its 
navigation. 

4.  And  as  a  consequence  of  all  this,  to  injure  the  property,  the  value  of 
which  depends  upon  the  free  navigation  of  Buttermilk  channel. 

These  are  the  results  that  will  follow  in  the  neighborhood  of  the  structure. 
If  now,  we  look  at  the  consequent  change  in  the  regimen  of  Gowanus  bay, 
we  shall  see — 

1.  That  the  water  of  the  reservoir  will  be  lessened  in  amount. 

2.  That  Yellow  Hook  channel  will  be  reduced  in  size,  and  altered  in 
direction  ;  that  it  will  lose  its  connection,  on  the  north,  with  the  inner  har- 
bor ;  that  it  will  be  carried  off  farther  from  the  shore  of  Long  Island,  to 
the  injury  of  the  riparian  owners. 

3.  And,  finally,  that  the  middle  ground,  extending  from  Red  Hook  to 
Yellow  Hook  channel,  fourteen  thousand  feet  between  the  eighteen-foot 
curves,  will  be  so  much  disturbed,  that  its  place  and  form  will  be  materially 
altered. 

Having  laid  down  our  fundamental  principle  of  judgment  in  this  case,  it 
is  hardly  necessary  to  say,  in  conclusion,  that  we  do  not  approve  of  the 
lines  specified,  and  of  the  plans  submitted  by  Messrs.  Richards  and  others. 

We  have  been  desirous  of  being  as  brief  in  the  statement  of  our  views  as 
was  at  «xll  consistent  with  clearness ;  and,  therefore,  we  have  pur|K)sely 
omitted  some  weighty  considerations  connected  with  this  matter.  We  have, 
for  example,  said  nothing  of  the  effect  upon  the  up[)er  part  of  Buttermilk 
chaimel  (its  bottom  and  walls),  of  the  proposed  change  in  the  lower  part. 

During  the  ebb  current,  which  in  some  parts  of  this  channel,  runs  stronger 
than  the  flood,  the  effect  of  the  projecting  wall,  iji  the  lower  part  of  the 
channel,  will  be  precisely  the  ordinary  effect  of  an  obstruction  in  a  stream — 
that  is,  to  the  extent  to  which  it  goes  ;  it  will  diminish  the  velocity  of  the 
current  above,  and  up  to  the  point  of  obstruction,  and  increase  it  at,  and 
immediately  below,  this  point. 


New  York  Harbor  Commission  Beports.  189 


But  a  diminution  of  velocity  implies  a  diminution  of  the  channel,  since 
the  sectional  areas  and  velocities  are  inversely  proportional  to  each  other. 

And  moreover,  notwithstanding  that  the  water  tlows,  on  the  ebb,  from 
the  points  of  divergence  directly  from  the  upper  part  of  Buttermilk  chan- 
nel to  its  southern  mouth,  still  the  former  is  not  to  be  regarded  as  a  reser- 
voir, to  the  latter,  as  Gowanus  bay  is  to  Yellow  Hook  channel.  The  case 
is  quite  distinct.  The  tidal  current  of  the  ebb  does  not  o/"  necesszV^y  flow 
through  Buttermilk  channel. 

Or,  to  state  tiie  question  in  its  extreme  form,  if  Buttermilk  channel  were 
entirely  closed  the  effect  would  be  an  increase  of  head  in  the  East  river. 
And  so  if  it  is  partially  obstructed,  the  head  of  the  East  river  will  be  cor- 
respondingly increased,  while  that  of  the  channel  is  diminished. 

The  general  proposition  may  be  thus  stated  : 

If  any  change  be  made  in  the  bottom  of  either  branch  of  a  divided  stream, 
a  corresponding  change  will  take  place  in  the  points  of  divergence  of  the 
upper  waters. 

Other  considerations  of  a  similar  nature  press  themselves  upon  our  atten- 
tion ;  but  we  believe  we  have  said  enough  to  show  that  our  decisions  in  this 
case  of  Richards'  docks  are  not  arbitrary,  but  arc  based  on  reasonable 
grounds. 

We  have  but  one  other  word  to  say  about  these  plans  at  present,  and 
that  is,  that  we  condemn  without  reserve  the  manner  in  which  they  violate 
those  lines  and  forms  which  nature  universally  preserves  in  running  water. 
In  this  respect  they  are  lamentably  defective.  Like  many  other  plans,  they 
are  drawn  without  any  regard  to  the  element  in  which  the  structures  are 
to  stand — as  if,  in  short,  the  latter  were  to  be  built  in  the  air,  and  not  in 
water  in  constant  motion. 

Though  not  specially  required  in  the  resolution,  we  have  thought  that 
we  should  meet  the  views  of  the  commissioners  and  of  the  parties  concerned, 
if  we  gave,  within  the  limits  of  the  grant,  an  exterior  line  of  construction 
for  the  Richards'  docks,  such  as  we  can  advise  the  commissioners  to  adopt 
and  approve. 

And  we  recommend,  1.  That  the  grantees  be  requested  to  submit  to  the 
commissioners  a  new  plan  of  wet  basins,  having  this  exterior  line  ;  and 
2.  That  the  grantees  be  required  to  occupy  this  place  with  wet  docks  or 
basins  and  their  appurtenances  only,  and  by  no  means  with  parallel  piers 
or  wharv'es,  and  still  less  with  bulkheads  and  solid  ground. 

Our  exterior  line  is  the  continuous  line  of  the  liydrographical  sheet  Xo. 
490  of  the  coast  survey. 

We  call  the  attention  of  the  parties  to  the  fact  that  if  the  opening  of  the 
west  dock  be  placed  at  the  point  marked  d  it  will  l)e  in  deep  water,  and 
the  water  area  of  the  dock  will  help  by  its  regular  discharge  on  the  ebb, 
to  keep  open  the  channel  of  approach,  and  thus  diminish  the  labor  of  dredg- 
ing. 

We  should  prefer,  however,  very  much  to  see  the  upper  part  of  Go- 
wanus bay  devoted  to  wet  docks  constructed  on  a  general  plan.  This 
would  lessen  the  cost  of  construction,  and  economize  space.  It  would  be 
dithcult  to  find  a  piece  of  ground  better  suited  to  this  purpose.  We  have 
no  doubt  that  future  boring  will  prove  that  the  bottom  can  be  easily  exca- 
vated.   The  excavations  would  compensate  for  the  room  taken  up  by  the 


190 


New  York  Harbor  Commission  Reports. 


external  and  partition  walls  ;  the  capacity  and  efficiency  of  the  reservoir 
would  not  be  impaired,  and  the  genen.l  regimen  of  the  bay  and  its  depen- 
dencies would  remain  very  much  as  it  is  now.  It  would  be  easy  to  add  an 
approximate  estimate  of  the  amount  of  water  capacity  lost  by  the  solid  part 
of  the  docks,  and  of  that  to  be  gained  by  the  necessary  excavations.  But 
it  is  our  expectation  and  intention  that  the  latter  shall  be  sufficient  and  sat- 
isfactory. We  cannot  advise  any  plan  of  construction,  in  which  the  prin- 
ciple of  compensation  is  not  applied  to  the  utmost  practicable  extent. 

We  recommend  to  the  commissioners  to  invite  the  offer  of  general  plans 
of  improvement  of  Gowanus  bay  inside  of  a  dotted  line  on  the  hydrograph- 
ical  sheet  already  referred  to,  and  we  send  the  accompanying  outline  sketch, 
which  is  on  a  larger  scale  than  the  sheet,  to  make  our  views  more  intelli- 
gible. It  is  not  difficult  to  conceive  a  general  plan  so  arranged  that  it 
might  be  executed  in  parts,  and  by  degrees,  as  wanted. 

We  take  thi?  occasion  to  say  to  the  commissioners,  that  we  have  decided 
that  it  is  not  advisable  for  the  council  to  present  plans  of  wet-  docks  pre- 
pared by  itself,  but  to  limit  its  labors  on  this  subject  to  the  examination  of 
the  plans  of  others  ;  and  we  think  it  would  be  well  to  encourage  the  exhi- 
bition of  such  plans. 

This  seems  to  be  as  appropriate  a  place  as  any  to  express  our  admiraticu 
of  the  complete  and  beautiful  manner  in  which  the  canals  and  basins  inside 
Oowanus  bay  are  finis^hed. 

We  have  drawn  on  the  hydrogi-aphical  sheet,  from  Red  Hook  to  the  vi- 
cinity of  Fort  Lafayette,  lines  of  solid  filling  and  of  exterior  pierhead 
limit,  which  we  recommend  to  the  commissioners  ;  those  in  Gowanus  bay 
being,  of  course,  subject  to  such  changes  "as  future  improvements  may  re- 
quire. 

These  lines  are  as  follows  : 

1.  From  the  point  of  intersection  at  Red  Plook  of  the  west  or  exterior 
line  of  Atlantic  dock,  continued  with  Partition  street,  to  the  entrance  of 
Gowanus  canal,  at  the  northwest  end  of  the  bridge.  This  is  ihe  bulkliead 
line ;  the  ii;»'de  space  may  or  may  not  be  filled  up.  What  we  strongly 
recommend  is  that  the  existing  water  space  be  retained  and  converted  into 
wet  docks,  by  which  means  the  water  capacity  of  the  bay  will  not  be  di- 
minished. 

2,  From  the  southeast  end  of  the  same  bridge  to  tne  wharf  marked  X,  as 
drawn  and  marked  on  the  same  sheet. 

This  also  may  be  the  limit  of  bulkhead  of  solid  filling. 

No  piers,  wharves,  jetties,  or  similar  structures,  are  to  project  beyond 
these  two  preceding  lines.  We  have  already  enlarged  upon  the  general  iit- 
ness  of  the  bay  for  docks,  which,  as  is  shown  in  the  accompanying  sketch, 
might,  we  think,  be  safely  carried  out  to  the  fourteen-foot  curve,  if  proper- 
ly constructed. 

Any  plans,  whether  special  or  general,  whether  for  one  side  or  part  of 
the  bay,  or  for  the  wiiole  bay  upon  some  comprehensive  system,  must  be 
studied  separately,  as  has  been  done  in  the  case  of  Richards'  plans.  But 
we  fcay  again,  that  there  is  no  mode  of  occupying  the  water  space  of  Go- 
wanus bay  for  the  purpose  of  commerce,  with  permanent  advantage,  ex- 
cept that  of  wet  docks.  In  a  bay  of  this  form,  the  natural  tendency  is  to 
fill  up,  more  or  less  rapidly,  according  to  circumstances,  so  various  that 
we  Avill  not  stop  to  enumerate  them. 


New  York  Harbor  Commission  Reports. 


191 


But  it  will  be  effectually  kept  open  by  wet  docks  so  planned  as  to  pre- 
ersve,  not  to  destroy  the  neighboring  channels,  which  arc  indispensable  to 
the  utility  of  the  docks  themselves. 

Of  the  value  of  wet  docks  in  an  economical  point  of  view,  the  commis 
^ioners  and  the  proprietoi'S  on  the  shore  of  Gowanus  bay  are  as  good  jud«res 
as  we  are. 

3.  Finally,  we  have  drawn  on  the  hydrographical  sheets  two  lines  from 
wharf  X  to  wharf  Y,  north  of  Fort  Lafayette  ,  of  which  the  inside  one  is 
the  line  of  bulkhead  or  of  solid  filling,  and  coincides  generally  with  the  six- 
foot  curve  ;  and  the  outside  one  is  the  exterior  or  pierhead  line,  and  coin- 
cides generally  with  the  eighteen-foot  curve. 

The  solid  filling  authorized  by  our  line  number  one,  will  jccupy  about 
one  and  a  half  millions  of  cubic  yards  of  water  space ;  and  that  authorized  by 
our  line  number  two,  will  take  up  about  four  and  a  quarter  nullions,.  The 
whole  water  space  in  Gowanus  bay,  above  the  line  from  Ked  Hook  to  wharf 
X,  is  about  fourteen  and  three  quarters  millions  of  cubic  yards. 

Thus  it  appears,  we  have  allowed  about  four  tenths  of  the  upper  part  of 
Gowanus  bay  to  be  filled  up  for  the  benefit  of  the  riparian  owners.  But 
if  it  leads  to  the  construction  of  wet  docks  in  this  vicinity,  upon  some  sys- 
tem, at  least  complete  and  judicious,  if  not  comprehensive,  the  community 
will  be  the  gainer  through  the  security  and  conveniences  thus  added  to  the 
other  resources  of  this  great  harbor. 

RECAPITULATION. 

It  may  be  well  to  recapitulate,  briefly,  the  chief  points  in  this  report. 
The  first  part  consists  of  an  examination  of  Gowanus  bay,  and  its  de- 
pendencies. 

The  second  part  comprises  a  critical  examination  of  the  Richards  plans, 
suggestions  concerning  wet  docks  in  Gowanus  bay,  on  a  general  plan  ;  and 
the  description  of  certain  lines. 

These  lines  are,  distinctly,  an  exterior  line,  such  as  we  approve  of,  for 
the  Richards  basins,  or  docks,  within  the  limits  of  the  grant  ;  an  exterior 
line  of  docks  in  Gowanus  bay,  on  a  comprehensive  and  general  system, 
embracing  the  whole  bay.  And,  finally,  three  lines  from  Red  Hook  to 
nenr  Fort  Lafayette,  of  which  the  first  two  are  in  Gowanus  bay,  between 
Red  Hook  and  wharf  X,  and  are  to  stand  and  have  effect,  according  to  the 
description  and  remarks,  in  the  event  of  Gowanus  bay  remaining  as  it  now 
is,  and  not  being  improved  by  wet  docks,  and  iu  that  event  only. 

Joseph  G.  Totten, 
A.  D.  BaciiEj 
Chas.  Hexky  Davis. 

Portland,  Julj  31,  1856. 


192  New  York  Harbor  Commission  Reports, 


(D.) 

COMMISSIONERS'  CERTIFICATE  ON  GOWANUS  BAY  LINES. 

Proceedings  of  the  Commissioners  for  the  Preservation  of  the  Harbor  of  New 
York  from  Encroachments,  under  the  Act  passed  ApiH  19,  1856,  granting 
to  Daniel  Richards  and  Others  leave  to  build  Docks,  Bulkheads,  Piers,  and 
Basins  in  Goivanus  Bay. 

At  a  meeting  of  the  commissioners,  appointed  under  an  act  entitled,  '*  An 
act  for  the  appointment  of  a  commission  for  the  preservation  of  the  harbor 
of  New  York  from  encroachments,  and  to  prevent  obstructions  to  the  neces- 
sary navigation  thereof,"  held  at  the  office  of  the  commissioners,  in  the 
city  of  New  York,  on  the  16th  day  of  December,  1H56,  all  the  members  of 
the  commission  being  present : 

The  subject  of  the  lines  in  Gowanus  bay,  referred  to  this  commission,  by 
the  act  authorizing  Daniel  Richards  and  others  to  construct  and  build  docks, 
bulkheads,  piers,  and  basins,  in  Gowanus  bay,  passed  April  19,  1856,  being 
under  consideration,  the  following  proceedings  were  had  : 

Resolved,  That,  in  the  j;]dgment  of  this  commission,  the  construction  of 
the  docks,  piers,  and  basins,  mentioned  and  described  in  the  first  section  of 
the  act  entitled,  ''An  act  to  authorize  Daniel  Richards,  Divine  Burtis, 
William  Beard,  Valentine  T.  Hall,  Isaac  Williams,  Jr  ,  and  others,  to  con- 
struct and  build  docks,  bulkheads,  piers,  and  basins,  in  front  of  their  lands, 
in  the  city  of  Brooklyn,  and  port  of  New  York,"  passed  April  19,  1856, 
in  the  manner,  and  within  the  area  described  in  the  first  section  of  the  said 
act,  will  be  prejudicial  to  the  navigation  of  the  harbor  and  port  of  New  York. 

Resolved,  That  this  commis^^ion  does  hereby  direct  that  the  lines  described 
in  the  first  section  of  the  said  act  be  varied  so  as  to  confoi  ni  to  the  line 
hereinafter  laid  down  and  described,  to  wit : 

Commencing  at  a  point  in  the  easterly  side  of  Partition  street,  eight  hun- 
dred and  forty-five  feet  distant  from  the  northerly  side  of  Ferris  street ; 
running  thence  in  a  southwesterly  direction,  on  a  curve  of  fifteen  hundred 
feet  radius,  for  a  distance  of  eighteen  hundred  feet,  to  a  point  distant  two 
hundred  and  twenty  feet  at  right  angles  from  the  westerly  side  of  Coast 
wharf ;  which  last  point  is  distant  northeasterly,  sixty  feet  from  the  inter- 
section of  the  westerly  side  of  Woolsey  wharf  and  the  northerly  side  of 
Conover  street ;  thence  on  a  straight  line,  and  tangent  to  the  above  described 
curve,  in  a  southeasterly  direction,  for  seven  hundred  and  eighty-four  feet, 
to  a  point  distant  five  hundred  and  two  feet  from  the  westerly  side  of  Reed 
street  or  Osage  wharf,  at  right  angles  therefrom,  at  a  point  in  the  westerly 
side  of  said  O.-age  wharf,  distant  southeasterly,  sixty  feet  from  the  intersec- 
tion of  the  southerly  side  of  Van  Brunt  street  and  the  westerly  side  of  Osage 
wharf ;  thence  in  a  southeasterly  direction,  on  a  straight  line,  for  two 
thousand  one  hundred  and  thirty  feet,  to  a  point  distant  one  hundred  and 
three  feet,  from  the  southerly  side  of  Cuba  street,  at  right  angles  therefrom, 
at  a  point  in  the  southerly  side  of  Cuba  street,  distant  one  hundred  and 
eighty-four  feet  southeasterly  from  the  intei*section  of  the  southerly  side  of 
Cuba  street  and  the  easterly  side  of  Otsego  street;  thence  in  an  Ciist- 
erly  direction,  on  a  straight  line  for  two  thousand  four  hundred  and  eighty 


New  Yorh  Harbor  Commission  Reports.  193 


feet,  to  a  point  at  the  intersection  of  ihj  castcrl}-  siilc  of  Court  street,  and 
the  southerly  side  of  Cuba  street  extended ;  thence  on  a  curve  of  three 
thousand  two  hundred  and  twenty  feet  radnis,  for  nine  hundred  and  seven- 
teen feet,  to  a  point  in  the  soutlierly  side  of  Percival  street  extended,  dis- 
tant ciglity-iive  feet  from  the  etisterly  side  of  Smith  street ;  thence  in 
a  straight  line,  in  a  northeasterly  direction,  to  a  point  in  the  westerly  side 
of  Hamilton  avenue  extended,  distant  one  hundred  and  twenty  feet  south- 
easterly from  the  easterly  side  of  Smith  str^^et ;  and  which  said  line  is  laid 
down  and  marked  on  a  map  entitled,  "'Map  of  Go.vanusbay,  showing  the 
lines  described  by  the  commissioners  for  the  preservation  of  the  harbor  of 
New  York  from  encroachment,  in  pursuance  of  the  act  entitled,  '  An  act  to 
authorize  Daniel  Kichards  and  others  to  construct  and  build  docks,'  &c., 
passed  April  19,  1850,  chapter  203,  smweyed  for  the  commissioners  by  the 
U.  S.  coast  survey,  A.  D.  Bache,  superintendent,  June,  1856,"  and  which 
map  is  also  authenticated  bv  the  signatm-es  of  the  members  of  this  commis- 
sion thereto  affixed. 

Resolved,  That  the  forcgomg  n^solutions  constitute  the  views  and  direc- 
tions of  this  commission,  mentioned  in  the  second  section  of  the  said  act, 
passed  April  19,  185G,  and  that  one  copy  of  these  resolutions,  authenti- 
cated by  the  signatures  of  th^^  members  of  this  commission,  and  with  the 
herein  before  described  map  appended  thereto,  be  deposited  by  the  secretary 
of  this  commission  in  the  olfice  of  the  secretary  of  state,  and  another  copy 
and  map  in  the  office  of  the  clerk  of  the  county  of  Kings,  as  the  evidence 
of  the  exercise  of  the  powers,  and  discharge  of  the  duties,  devolved  upon 
this  commission  by  the  second  section  of  the  last  mentioned  act. 

Geo  :  W.  Patterson, 
James  Bowen, 
John  L.  Talc^tt, 
Preston  King. 


(E.) 

QUARANTINE  ANCHORAGE  GROUNDS. 

Ecpoi't  of  the  Advisory  Council  to  the  Commissioners  on  Harbor  Encroach- 
ments of  New  York,  in  regard  to  safe  and  commodious  Anchorages  in  New 
York  Harbor,  for  the  Purposes  of  tJie  Quarantine  of  Vessels,  December, 
1856. 

The  following  report  is  in  reply  to  a  resolution  of  the  commissioners  on 
harbor  encroachments  of  October  4,  1856  ; 

"  Whereas,  the  yellow  fever  is  present  in  the  harbor  of  New  York,  and 
from  the  general  alarm  and  apprehension  of  its  extension  to  the  cities  of 
New  York,  Brooklyn,  and  Jersey  City,  there  is  reason  to  believe  that  the 
legislature  will  inquire  into  the  practicability  and  expediency  of  removing 
the  Quarantine  from  the  Narrow.-, ;  therefore 

"  Resolved,  That  the  advisory  council  be  respectfully  requested  to  exam- 
ine and  report  to  this  board,  the  several  sites  in  the  harbor  of  New  York, 

13 


194 


Nciv  York  Harbor  Commission  Reports. 


which,  in  their  opinion,  will  form  safe  and  commodious  anchorage  grounds 
for  vessels  in  quarantine,  and  what,  if  any,  structure  will  be  necessary  for 
the  protection  of  vessels  and  for  the  safo  transfer  of  their  cargoes  to  light- 
ers." 

We  arc  called  upon  in  this  resolution  to  designate  the  sites  in  the  harbor 
which  will  furnish  safe  and  commodious  anchorages  for  quarantine  purpo- 
ses, and  to  state  what  structures  will  be  necessary  for  the  protection  of  ves- 
sels and  the  transfer  of  their  cargoes  to  lighters. 

In  order  that  the  anchorage  may  be  safe,  it  must  combine  the  following 
qualities : 

1.  It  must  be  sheltered  from  the  prevailing  winds,  especially  from  those 
of  northeast,  prevailing  all  the  year  round,  and  from  the  northwest,  chiefly 
a  winter  wind,  and  from  the  summer  wind  of  southwest,  the  more  impor- 
tant, that  it  prevails  during  the  usual  quarantine  season. 

2.  It  must  not  be  swept  by  violent  currents. 

3.  Nor  by  waves  of  sufficient  violence  to  endanger  the  safety  of  vessels 
being  at  their  anchors. 

4.  There  must  be  good  holding  ground,  which  implies  that  the  bottom 
must  not  be  hard  sand,  but  must  be  sticky,  composed  of  mud  and  sand,  or 
muddy. 

5.  The  depth  must  be  sufficient  to  prevent  grounding  at  the  lowest  tides, 
or  if  not  so,  then  the  bottom  must  be  of  soft  mud  to  prevent  injury  from 
grounding. 

6.  It  must  be  out  of  the  v/ay  of  passing  vessels  and  not  in  the  channels 
or  crowded  thoroucrhfares  of  commerce  and  navigation. 

To  be  commodious,  the  lar<::;est  vessels  must  have  room  to  swing  with  the 
greatest  scope  of  cable  ever  allowed,  and  there  must  be  room  enough  for 
the  largest  number  of  vessels  which  can  be  expected  to  bo  at  one  time  in 
quarantiifc.  Not  to  refine  too  much  on  this  matter,  the  space  necessary 
may  be  assumed  to  be  not  less  than  that  now  available  for  this  purpose  on 
the  Staten  Island  quarantine  ground. 

No  sites  then  which  do  not  fulfil  these  primary,  essential  conditions,  need 
be  the  subjects  of  study. 

The  depth  of  a  suitable  anchorage  for  quarantine  purposes  need  not  ex- 
ceed twenty-four  feet  at  mean  low  water,  the  greatest  deptli  which  can  be 
carried  over  the  bar  at  that  stage  of  the  tide,  and  it  should  not  be  less  than 
from  thirteen  to  fifteen  feet,  so  as  to  accommodate  well  the  smaller  class 
of  vessels  trading  with  the  West  Indies,  and  coastwise  with  southern  ports. 

Tins  condition  at  once  limits  the  localities  very  much,  for  they  must  not 
be  within  the  twelve-foot  curve  as  shown  upon  the  accompanying  coast 
survey  chart,  wliere  the  soundings  are  reduced  to  mean  low  water,  spring 
tides. 

1.  Considering  the  localities  in  their  order  from  the  city,  we  see  that  al- 
though The  upper  part  of  the  inner  bay  presents  very  deep  water,  yet  it  is 
utterly  inadmissible  as  the  site  of  a  quarantine  anchorage  from  its  proximi- 
ty to  the  city,  and  its  interference  with  the  free  movement  of  commerce  and 
navigation.  Its  distance  from  the  entrance  of  the  port  would  also  be  an 
objection  to  it,  but  the  proximity  to  the  city  is  fatal  as  an  objection,  and 
any  such  site  would  be  worse  in  its  essential  aspects  than  the  present  one. 
We  reject  them  all. 


New  Yorh  Harbor  Commission  Re2:)orts. 


195 


2.  Such  channels  ns  Yellow  Hook  channel  and  Kill  Van  Kull,  arc  to  be 
equally  rejected,  first  as  unsafe  in  regard  to  passing  vessels,  and  second,  as 
worse  than  the  present  site  in  regard  to  the  safety  of  the  settlements  on  the 
shores. 

3.  Robbin's  reef  is  nearer  the  city  than  the  present  quarantine  site.  Is 
exposed  to  passing  vessels,  unless  expensive  excavations  be  made  for  basins 
Is  exposed  to  the  northeast  wind,  and  in  a  degree  to  the  northwest  and 
southwest  winds,  and  presents  a  very  contracted  space  of  natural  anchor- 
age. It  is  not,  in  our  judgment,  to  be  recommended  as  a  quarantine  an- 
chorage. 

4.  The  only  pari  of  Gmvesend  bay  presenting  a  suitable  depth,  is  the 
northern  and  eastern  part,  near  the  flourishing  portions  of  Long  Island  aud 
near  Fort  Hamilton.  It  is  not  to  be  thought  of  on  this  account.  Besides, 
the  holding  ground  is  not  good,  and  it  is  exposed  to  the  southwest  wind, 
which  blows  directly  upon  the  shore. 

5.  None  of  the  bays  on  the  Staten  Island  shore,  south  of  the  Narrows, 
are  accessible  by  large  vessels,  and  the  sites  would  become,  probably,  in  the 
progress  of  settlement,  as  objectionable  as  the  present  one. 

G.  No  protected  part  of  Raiitan  bay  presents  adequate  depth  for  the  an- 
chorage. 

7.  This  brings  us  to  Sandy  Hook  bay.  In  this  we  find  within  a  line 
drawn  in  a  northeast  direction,  and  touching  the  point  of  th::  Hook,  the 
requisite  de(»th.  We  have  twenty-four  feet  well  in  behind  the  Hook,  juid 
twelve  feet  close  in  to  the  Horseshoe.  This  space  is  sheltered  from  all 
easterly  winds,  and  from  the  southwest,  but  is  exposed  to  the  full  sweep  of 
the  north  and  northwest  winds.  It  is  not  usually  swept  by  currents  of  great 
force,  and  probably  never  by  violent  currents.  It  is  protected  from  the 
greatest  violence  of  the  waves,  and  though  at  times  a  rough  anchorage,  is 
always,  with  due  care  and  precaution,  a  safe  one. 

Tiie  holding  ground  is  good,  the  chart  showing  "  soft  "  bottom,  "  mud," 
and  "  soft  mud,"  at  depths  from  twenty-seven  to  twelve  feet.  It  is  quite 
out  of  the  way  of  all  passing  vessels  except  such  as  seek  Navesink  river,  or 
the  anchorages  of  Sandy  Hook  bay.  Sandy  Hook  ba)-,  and  especially  the 
part  near  the  Horse  shoe,  may  then  be  considered  an  eminently  safe  an- 
chorage. 

It  is  commodious,  for  within  the  twenty-four-foot  curve  and  the  Ime  already 
referred  to  as  drawn  in  a  northeast  direction,  and  touching  the  point  of  the 
Hook,  it  has  an  area  of  more  than  one  hundred  and  sixty  acres,  and  be- 
tween the  twelve-foot  curve  and  this  line,  of  more  than  three  square  miles. 

r>ut  the  question  would  arise,  could  all  this  space  be  used  for  quarantine 
purjx)ses  ?  Where  would  the  necessary  buildings  and  wharves  be  placed  ? 
To  this  we  reply,  that  as  Sandy  Hook  is  a  reservation  by  the  United  States 
for  militar}^  purposes,  no  buildings  or  wharves  should  probably  be  estab- 
lished nearer  to  this  point  of  the  Hook  than,  say  one  statute  mile  and  a 
quarter.  This  brings  us  to  a  point  about  half  a  mile  north  of  the  northern 
cape  of  the  Horseshoe  bay,  opposite  to  which  is  a  sounding  of  twenty-two 
feet,  and  south  of  which  are  soundings  of  twenty-four  and  twenty-two  feet. 
The  largest  vessels  would  anchor  in  this  space,  or  to  the  north  and  west  of 
it,  and  be  in  this  latter  case  sufficiently  near  the  wharves  and  buihiings  of 
the  quarantine  for  idl  purposes  of  landing  and  in  good  positions  fur  light- 
erage. - 


196  New  York  Harbor  Commission  Reports. 


From  Horseshoe  cape  to  the  Ocean  House  on  the  continuation  of  Sandy 
Hook  peninsula,  is  more  than  four  and  three  quarters  miles,  and  nature  and 
law  have  given  up  this  part  of  the  coast  to  other  uses  than  settlement  by 
individuals  for  profit  or  pleasure.  It  is  more  than  two  and  a  half  miles 
from  the  same  cape  to  the  nearest  point  on  the  shore  of  New  Jersey,  at  the 
foot  of  the  Navesink  hills. 

Tlie  proximity  to  the  entrance  will  render  this  bay  more  convenient  for 
most  purposes  than  the  present  quarantine  anchorage,  while  the  distance 
for  lighterage  will  be  increased  to  between  twice  and  thrice  the  present 
distance. 

No  extensive  structures,  such  as  piers  or  "breakwaters,  are  necessary  to 
make  this  anchorage  safe,  nor  is  there  any  necessity  for  excavations  to  make 
it  commodious.  In  fact,  placing  piers  or  breakwate:  s  in  Sandy  Hook  bay, 
as  tending  to  cause  it  to  fill  up  should  be  avoided,  and  stringent  precautions 
should  be  taken  to  prevent  the  discharge  of  ballast  and  other  heavy  matters 
from  vessels  anchoring  there.  Matters  lighter  tlian  water  would  be  carried 
in  general  from  this  anchorage  out  by  the  point  of  the  Hook  to  sea,  it  be- 
ing found  t"hat  a  sluggish  but  constant  northwardly  current  prevails  along 
this  shore  for  eleven  hours  out  of  the  twelve  and  during  both  the  ebb  and 
floud  tides. 

The  eiTect  of  piers  and  wharves  from  the  shore  should  be  carefully  studied, 
and  the  whole  of  the  quarantine  works  should  be  constructed  upon  a  defi-. 
nite  plan,  settled  beforehand,  adapted  to  the  experience  of  the  past,  to  the 
wants  of  the  future,  and  carefully  guarding  against  impairing  the  water 
space  by  encroachments  from  the  land  side.  Enough  experience  has  been 
collected  by  the  commissioners  to  regulate  all  such  works. 

It  has  been  already  gathered  from  the  numerous  conditions  which  Sandy 
Hook  anchorage,  and  especially  the  part  near  the  Horseshoe,  presents  for 
a  quarantine  anchorage,  and  the  few  desirable  ones  which  it  does  not  fulfil, 
that  we  are  prepared  to  recommend  it  to  the  commissioners  as  eminently 
suitable  for  the  purposes  in  view.  Its  safety,  its  commodiousness,  its  safe 
distance  from  the  city  and  thickly  populated  portions  of  the  shores,  render 
it  in  our  judgment  the  most  suitable  place  for  the  quarantine  which  can  be 
found  in  the  harbor  and  bay  of  New  York. 

Respectfully  submitted  by 

Jos.  G.  ToTTEN,  Bt.  Brig.  Gen.,  and  Chief  Eng. 
A.  D.  Bache,  Supt.  U.  Coast  Survey. 
Chakles  H.  Davis,  Commander  U.  S.  Navy.  i 
To  the  Commissioners  on  Harbor  Encroachments, 


dt>       minirr  runrnt.i 


'I"  "I'l" 


N 


Vit  {'unina  rffiresriif  vrhrthf.H  in  luuihml  imlr.H  prrlmr,  those  rtuirked  with 
slur  tlui.i  %/r  ffvrn  iili.se  rvntum.s  Hifh  I  "if     ofheni  fhim  nifftwn  of  a  free  fUml. 


O  I-' 

HELL  GATE 

>i:W-YOIlK  IIAIillOR 

Af  f ompan.viiig  llio  ropoi  l  of 


PROFESSOR  A  D.  BACHE  sup u  s  coast  survey 


(iovi'MtxoH  oi'  Till;  sr.vri';  or  \i;\vyoiik 

Scale  oooo 


 \,  rolhemusDpck 


Neio  York  Harbor  Commission  Reports. 


197 


(F.) 

impkovemi:nt  of  piellgate. 

Rq)ort  of  the  Council  on  the  Hellgate  Passage^  regarded  as  a  Channel  of  Ap- 
proach to  New  York  Harbor. 

GENErxAL  TOTTEN,  ) 

PROFESSOR  BACHE,  \  Advisory  Coundl. 

CAPTAIN  DAVIS.  ) 

By  the  request  of  tlu  harbor  commissioners,  unJ  in  accordance  with  our 
own  views  of  the  importance  of  the  subjwt,  we  resume  the  consideration  of 
the  improvements  required  in  the  Ilellgatc  passage,  to  make  it  a  safe  and 
common  channel  to  New  York. 

We  liave  no  new  facts  to  add  concerning  the  Gate  itself.  All  that  re- 
lates to  its  navigation,  whether  of  the  solid  bottom,  or  of  the  water  that 
flows  through  it,  has  for  <'i  long  time  been  before  the  public,  in  the  chart  of 
tlie  coast  survey. 

Several  official  communications  from  the  same  source,  addressed  chiefly 
to  the  chamber  of  commerce  of  New  York,  have  explained  the  exact  mean- 
ing of  the  chart. 

If  the  topic  were  one  of  no  more  than  ordinary  interest,  we  should  tliink 
that  it  had  received  its  full  share  of  attention. 

But  it  is  in  truth,  a  subject  of  such  interest  and  importance,  as  always 
has  been  greater  than  common,  and  as  must  increase  indefinitely. 

If  a  few  marine  disasters  and  trifling  inconveniences  onl^'  were  involved, 
we  should  not  think  it  our  duty  to  bestow  any  more  thought  or  labor  upon 
the  question. 

It  is  the  magnitude  of  the  subject,  embracing  the  preservation  of  life  and 
j'l'operty,  the  latter  to  a  great  amount,  and  the  commercial  conveniences  of 
the  first  seaport  in  the  countiy :  it  is  the  daily  and  hourly  increase  in  the 
number  of  the  lives  and  the  value  of  the  property  endangered,  and  of  the 
commerce  and  the  wants  of  this  port,  which  attract  us  and  command  our 
exertions. 

We  shall  avail  ourselves  of  every  good  occasion  of  bringing  this  ques- 
tion into  notice,  and  of  reaffirming  our  two  propositions,  long  since  ut- 
tered, but  which,  till  they  are  admitted  and  carried  into  execution,  can- 
not be  repeated  too  often  :  First,  that  the  Hellgate  passage  ought  to 
be  rendered  passable  and  safe  for  vessels  of  every  class:  and  second,  that 
there  are  simple,  practicable,  and  not  expensive  modes  of  attaining  this  object. 

The  obstructions  in  Hellgate  are  of  two  kinds,  and  the  difficulties  arise 
from  two  sources — rocks  and  currents. 

In  some  cases  the  rocks  must  be  removed,  and  in  others,  the  present  in- 
jurious effect  of  the  currents  must  be  prevented  or  overcome.  The  whole 
.'ipace  in  which  these  obstructions  arc  found,  is  in  length  less  than  two  thou- 
sand yards. 

Yet  in  this  space  more  harm  is  suffiired,  and  more  risk  incurred,  than  in 
all  the  rest  of  the  navigable  waters  on  this  side  of  New  York,  from  the  east- 
ern entrance  of  the  sound  to  the  city,  a  distance  of  one  hundred  and  twen- 
ty-eight statute  miles. 


198  Neia  York  Harbor  Commission  Reports 


'This  need  not  be  so  ;  the  remedies  arj  ea>y,  as  we  have  said,  and  nut 
costl}  . 

Thi3  prominent  dangers  in  Hellgate  are  comprised  between  tlic  Brcad- 
and  cheese  and  Negro  point.  When  to  the  southward  and  west wa id  of 
the  fonuer,  or  the  eastward  of  the  latter,  the  way  is  clear;  but  in  th  -  in- 
termediate space,  tlie  navigator  is  beset  with  fearful  perils.  He  is  liable  to 
be  cairieJ  along  by  currents,  which  deprive  him  of  the  command  of  his 
vessel,  and  to  be  dashed  against  roeks,  to  touch  which,  is  certainly  fcllo\vo<l 
by  great  injury,  if  not  entire  destruction. 

Some  of  these  rocks,  as  Pot  rock^  Fryingpan^  and  Ways  reef^  can  b.j  ef- 
fectually removed  by  blasting. 

This  has  now  been  established  by  experiment  f  it  is  no  longer  a  doubtful 
question.  We  are  of  tlie  opinion,  however,  that  it  will  be  nec;essary  to  re- 
sort hereafter  to  drilling  and  inserting  the  charge  in  the  rock,  as  is  tlone 
above  water. 

The  commissioners  will  perceive  by  the  chart  of  the  coast  survt>y,  that 
these  rocks  are  of  very  small  extent,  and  have  deep  water  near  them,  so 
that  their  sharp  projecting  summits  can  be  easily  reduced  to  any  desired 
level.  These  three  rocks  are  tlie  most  dangerous  because  they  lie  in  the 
channel  way,  and  in  the  most  rapid  current,  or  nearly  so  They  must  bd 
removed. 

There  are  some  rocks  of  minor  consequence  which,  however,  it  may  be 
well  to  speak  of ;  their  mention  in  this  place  may  close  this  part  of  the 
proposed  plan  of  improvement. 

There  is  a  rock,  quite  in  the  way  of  small  vessels,  near  Hatter's  dock, 
called  "Bald-headed  Billy;"  it  is  dry  at  low  water,  but  does  a  great  deal 
of  mischief  at  high  water  when  it  is  covered.  There  is  another  opposite 
Gibb's  point  and  near  Blackwell's  island  to  which  Captain  Porter  has  given 
the  name  of  "  Black  well's  rock,"  on  which  the  current  of  tl^i  HooT  sets 
directly,  making  it  very  dangerous.  There  is  a  rock  near  Negro  point,  two, 
east  of  Wolsey's  bath-house,  and  one,  small,  but  very  dangerous  one,  to  the 
southward  of  that  building.  There  are,  probably,  other  rocks  near  the 
shore,  which  might  be  discovered  on  a  close  examination  at  low  water;  all 
of  these  ought  to  be  put  out  of  the  way.  The  cost  of  their  removal  would 
be  very  trifling. 

Similar  improveraeiU  should  be  made  in  the  present  condition  of  Hallet's 
point,  which  extends  some  distance  toward  the  channel.  By  the  maimer 
which  it  projects  into  the  current,  it  creates  eddies  both  on  the  flood  and 
ebb.  Vessels  caught  in  these  eddies  are  in  peril  of  being  carried  on  shore ; 
and  the  extent  of  the  danger  arising  from  the  shoal  ground  is  concealed  at 
high  water.  Hallet's  point  might  be  more  easily  removed  by  blasting  than 
any  other  place,  on  account  of  its  being  accessible  during  four  or  five  hours 
of  the  day. 

The  actual  removal  of  these  obstructions  to  the  free  navigation  of  Hell- 
gate  is  so  simple  and  complete  a  remedy  that  it  leaves  no  room  for  com- 
ment or  explanation.  But  the  remedy,  simple  as  it  is,  extends  further  and 
covers  more  ground  than  appears  at  first  sight.  ¥oy  these  rocks  are  not 
only  obstacles  which  positively  impede  the  passage  of  vessels  of  a  certain 
class,  by  rendering  the  water  too  shoal  for  their  drauglit ;  but  I  hey  c  rcatii 
currents  moving  counter  to  the  direction  of  the  main  current,  and  innumer- 
able circular  eddies  running  into  and  overlying  each  other. 


New  Yorh  Harbor  Commission  Reports, 


199 


These  counter  currents  sometiuics  set  d'.rectly  on  shore,  as  is  tlie  ca>c 
with  that  of  the  flood  by  the  J>read-and-cheese  ;"  and  with  the  cross  cur- 
rents of  both  flood  and  ebb  at  this  point.  So  also  with  the  circular  eddies  ; 
vessels  caught  in  them  in  some  places,  as  in  those  of  Pot  rock  and  the 
Fryingpan,  are  whirled  about  from  one  to  the  other  until  they  arc  thrown 
upon  the  shore  or  on  the  rock  in  Pot  cove  already  mentioned.  It  must 
often  happen  that  vessels  try  the  passage  with  just  wind  enough  to  go 
through  safely,  if  they  can  manage  to  keep  in  the  true  current,  or  the 
main  siream  of  the  tide.  But  if  they  are  caught  in  the  eddies  or  c:ounter 
currents,  they  become  unmanageable,  and  are  subject  to  all  the  chances  of 
injury.  Thus,  it  is  evident  that  the  removal  of  these  rocks  is  quite  jis  ex- 
pedient for  the  safety  of  small  vessels,  as  it  is  necessary  in  order  that  large 
vessels  may  use  this  channel  of  approach  to  the  city. 

We  do  not  for  a  moment  imagine  that  the  eddies  and  counter  currents 
in  Hellgate  can  be  very  greatly  diminished.  The  principal  points  and 
islands,  by  which  the  course  of  the  tidal  current  is  diverted,  arrested  or  re- 
versed, and  the  greater  part  of  the  eddies,  and  contrary  currents  occasioned 
by  them,  must  remain  essentially  unchanged.  Our  expectation  is  that  some 
few  of  them  may  bo  cdniinished  in  violence,  and  still  more,  that  the  conve- 
nience and  security  of  the  navigation  will  be  vastly  increased  by  tlie  actual 
removal  of  some  of  the  roeks  and  shoal  ground  upon  which  they  tend  di- 
rectly to  carry  objects  within  their  influence. 

But  if  we  cannot  sensibly  diminish  the  number  or  violence  of  the  eddies, 
still  less  do  we  expect  to  reduce  the  velocity  of  the  regular  tidal  currents  in 
the  m:  in  channels.  The  existing  state  of  things  can  only  be  altei  ed  by  a 
change  either  in  tho  capacity  of  the  section  or  in  the  amount  of  the  water 
flowing  through  them.     Such  changes  are  obviously  impracticable. 

It  is  necessary  that  we  should  look  for  some  other  mode  of  remedying  the 
evils  arising  I'roin  the  excessive  velocity  of  the  current  in  the  uneven,  tor- 
tuous, and  interrupted  channel  of  Hellgate  itself. 

The  nature  of  the  evil  will  be  best  understood  by  following  the  waters  of 
the  ebb  in  their  course  from  Sunken  meadow  to  the  westward  of  the  Bread- 
and-cheese. 

Leaving  a  comparatively  level  and  regular  channel,  having  siraiglit  or 
gently-curvini^  boundaries,  and  no  obstructions,  the  water  passes  instantly 
into  a  channel  of  quite  a  different  character.  The  bed  of  the  stream  no 
longer  approximates  to  uniformity,  but  it  becomes  extremely  uneven,  con- 
sisting of  sharp  prominences  rising  to  within  a  few  feet  of  the  surface  of  the 
water,  and  of  precipitous  cavities  sinking  to  a  depth  of  fifty,  and  even  one 
hundred  feet  below.  The  direction  of  the  current  makes  two  sudden  turns 
in  the  short  distance  of  one  thousand  yards  ;  one  of  whi^li  is  at  an  angle  of 
one  hundred  and  eleven  degrees,  and  the  second  at  an  angle  of  one  hundred 
and  two  degrees. 

Insulated  rocks  of  different  sizes  rise  above  the  surface,  dividing  the 
stream  into  several  parts,  and  adding  to  the  violence  and  impetuosity 
caused  by  the  general  irregularities  of  the  bottom. 

To  navigate  a  vessel  through  these  intricate  passages  in  which  the  water 
runs  with  such  speed,  breaks  noisily  even  in  the  calmest  times,  upon  the 
rocky  siiores  and  islands,  and  whirls  in  a  thousand  dizzying  eddies,  re- 
quires, even  with  the  superior  help  of  steam,  a  cool  Lead  and  a  steady 
hand. 


200  New  York  Harbor  Commission  Reports. 


I^u.t  in  a  sailing  vessel,  the  greatest  skill  and  self-possession  will  prove, 
without  a  commanding  wind,  insufficient  to  guard  against  certain  dan- 
gers. 

If  we  return  again  to  observe  the  divided  courses  of  the  ebb  current 
upon  the  chart  of  the  coast  survey,  we  shall  perceive  that  a  little  west  of 
Pot  rock  the  stream  separates  into  three  district  branches,  one  of  which 
passes  through  the  eastern,  one  through  the  middle,  and  one  through  the 
main  ship  channel.  The  rapidity  of  the  current  in  the  two  former  greatly 
exceeds  that  of  the  latter.  This,  taken  in  connection  with  the  s  ectional 
areas,  shows  that  the  main  stream  or  the  great  body  of  the  water  flows 
through  the  eastern  and  middle  channels.  These  three  branches  reunite 
on  the  south  and  west  of  Flood  and  Mill  rocks,  atul,  further  on,  the 
main  stream  is  ngain  divided  into  two  other  branches,  passing  on  each  side 
of  Black  well's  island. 

Now,  at  the  first  of  tncse  divisions  of  the  main  stream  of  the  ebb,  there 
is  a  long  piece  of  rocky  shoal  ground,  which  is  in  fact  a  spur  making  out 
from  Flood  rock.  So  also,  at  or  near  the  second  point  of  division,  is  a 
similar  piece  of  rocky  shoal  ground,  which  is  a  projecting  spur  of  Black- 
well's  islan;!. 

These  rofky  prominences  juttir.g  out  into  the  current,  and  forming  cliffs 
under  water,  are  called  The  Gridiron  ;ind  The  Br ead-and- cheese. 

If  they  rose  boldly  to  the  surface,  they  would  not  be  dangerous,  for 
reasons  Avhich  we  shall  give  presently.  But  because  the  water  shoals 
gradually,  the  current  sets  broadly  on  them  with  great  strength. 

If  a  vessel  fails  to  hit  the  true  current  of  one  or  the  other  of  the  chan- 
nels by  which  they  are  bounded,  she  is  in  peril  greater  or  less,  according 
to  her  draught,  of  taking  the  ground  in  the  worst  pla  !cs  in  the  passage  on 
the  ebb  tide. 

The  Gridiron  and  the  Brcad-and-cheese  are  two  of  the  most  alarming 
obstructions  to  the  free  and  rafc  navigation  of  Hellgate  ;  and  equally  so 
for  vessels  of  every  size.  To  dispose  of  them  by  blasting  or  similar  meas- 
ures, as  in  the  case  of  the  rocks  above  mentioned,  is  Avhoily  out  of  the 
question. 

The  only  remaining  expedient  is  to  disarm  them  of  their  terrors  by 
artificial  means  ;  in  other  words,  these  two  pieces  of  shoal  ground  must  be 
put  in  such  a  condition,  that,  in  the  first  place,  the  liability  of  vessels  to 
be  carried  on  them  will  be  greatly  lessened,  and  in  the  second  place,  that 
when  carried  on  they  will  not  be  injured. 

This  twofold  object  can  be  effected  by  constructing  stone  walls  on  the 
Gridiron  and  Bread-and-cheese,  having  their  bases  in  about  twelve  feet  of 
water,  and  their  copings  four  feet  above  the  level  of  high  tide,  and  conform- 
ing in  their  general  outline  to  the  contour  of  the  rock.  A  facing  of  timber, 
to  which  may  be  given  more  or  less  rebound,  would  complete  the  struc- 
ture, and  furnish  the  second  degree  of  security,  that  is,  prevent  injury  to 
vessels  when  striking,  and  enable  them  to  swing  or  lay  by,  as  most  con- 
venient. It  would  be  useless  to  enter  into  any  details  of  building  these 
walls,  further  than  to  say,  that  we  have  paid  sulhcient  attention  to  the 
nature  of  the  ground,  and  to  the  various  instruments  and  expedients  which 
must  be  employed  to  overcome  the  difficulties  of  laying  stone  imdcr  water 
in  such  a  tideway,  to  authorize  our  recommending  their  constnjction. 


New  Yorh  Harbor  Commission  Rpports. 


201 


Recent  inventions  and  improvements  iu  submarina  engineering,  liavo  re- 
duced these  difficulties  to  a  minimum  ;  but  if  they  were  much  great-  r  than 
they  really  arc,  we  slioukl  liave  no  hesitation  in  encountering  th-  ni  on  this 
occasion. 

But  before  enlarging  on  the  importance  of  efficient  protection  against 
those  perils,  we  will  say  a  word  upon  the  mode  ot  action  of  the  proposed 
walls. 

We  have  two  objects  ia  view — 

1.  To  diminish  the  liability  to  bo  carried  on  to  this  shoal  ground. 

2.  To  prevent  injury  when  carried  on. 

To  perceive  how  tlie  first  of  these  objects  is  attained,  we  are  to  consider 
the  effiict  of  such  an  obstruction,  in  water  running  with  the  velocity  of  the 
Hellgate  tides. 

At  present  the  current  of  the  ebb  ilows  over  this  ground  with  a  velocity 
gradually  diminishing  as  the  depth  diminishes,  or  as  the  friction  and  re- 
sistance increase. 

AVhen  the  wall  is  raised  on  the  edge  of  the  subaqueous  cliff,  the  water 
will  meet  with  a  sudden^  no  longer  gradual,  resistance. 

In  these  new  circumstances,  the  water  will,  by  the  force  of  simple  me- 
chanical pressure  the  impulse  of  a  current  being  the  hydraulic  pressure 
due  to  the  motion  of  the  fluid" — D'Aubuisson,  de  Voisins'  Traite  d'Hy- 
draulique,  p.  282,  and  Bennett's  admirable  translation,  p.  20 1),  rise  upon 
the  wall  to  a  height  varying  directly  with  the  pressure  ;  or,  in  other  words, 
with  the  velocity  of  the  current,  and  in  a  certain  ratio,  established  by  ex- 
periment (Ibid,  art  241),  to  the  sine  of  the  angle  of  incidence. 

Without  stopping  to  investigate  the  variable  amount  of  this  pressure,  or 
of  the  resuliing  force,  it  is  sufficient  to  say  that,  we  have  here  a  motive 
power,  or  continuous  cause  of  motion,  which  answers  to  a  head  of  water, 
and  exerts  a  constant  pressure,  or  effiDrt,  one  part  of  which  (and  the  only 
part  we  need  to  consider)  is  employed  in  keeping  floating  objects  within  its 
reach  from  impinging  upon  the  wall. 

What  we  have  here  stated  are  familiar  principles  in  hydraulics  ;  the 
effect  of  the  impul-e  of  a  current,  and  the  dynamic  result,  are  among  the 
elementary  inquiries  in  the  science. 

Besides  the  i^ressure,  we  are  to  consider  the  nature  of  the  resistance  to 
the  motion  of  the  water,  caused  by  the  opposing  wall,  which  resistance 
is  entirely  independent  of  the  pressure,  and  is  the  same  for  all  surfaces 
stone  and  wood  included.  (Dubuat,  Principes  d'Hydraulique,  §§  31  and 
36,  cited  by  D  'Aubuisson.) 

In  consequence  of  the  mutual  attraction  or  adhesion  of  the  particles,  the 
retardation  caused  by  the  peculiar  friction  of  water  against  the  sides  of  its 
bed  (in  this  instance  the  projected  wall),  is  communicated  to  a  sensible 
distance  from  the  plane  of  adherence.  Theoretically  speaking,  the  mass 
throughout  "  receives  a  mean  velocity  less  than  would  take  place  without 
the  action  of  the  sides  and  the  viscosity  of  the  fluid."  (D' Aubuisson,  Ben- 
nett's translation,  art  103.) 

We  mean,  however,  to  refer  to  tho.'^e  adjacent  layers  only,  in  which  the 
stoppage,  or  diminished  velocity,  is  apparent. 

Tliey  form  the  covering  or  revetment,  along  which,  as  along  a  wall,  the 
more  rapid  bodu  of  the  stream  flows.    And  the  tendency  of  the  floating 


202  New  York  Harbor  Commission  Reports. 


object  18  to  keep  in  the  main  body  and  current  of  the  stream,  and  this 
independently  of  the  dynamic  force  resulting  from  pressure,  first  de- 
scribed. 

This  position  is  strengthened  by  the  remarkable  experiment  of  Venturi, 
affording  "  a  direct  evidence  of  the  effect  of  adhesion  which  enables  the 
particles  (  f  watiT  in  motion  to  catch  up  and  carry  in  their  train  those 
which  aro  contiguous  to  them  in  a  fluid  mass  at  rest"  (ibid) ;  for  this 
must  apply  a  fortiori,  to  a  fluid  mass  the  particles  of  which  have  a 
motion  in  the  same  direction,  though  not  so  great,  as  those  of  the  main 
body. 

Nature  has  happily  furnished,  in  the  Hellgate  passage  itself,  a  most 
satisfactory  practical  illustration  of  these  theoretical  views,  which,  how- 
ever, it  must  be  understood,  do  themselves  rest  on  sufficient  experiments 
and  observations,  and  are  theoretical  in  the  sense  only  of  explaining  the 
mode  in  which  well-known  physical  effects,  the  result  of  compound  ac- 
tions, are  produced. 

The  illustration  is  in  Little  Mill  rock,  one  angle  of  which  is  steep,  and 
resembles  somewhat  the  walls  which  it  is  proposed  to  build  on  the  Grid- 
iron and  the  Bread-and-cheese. 

Vessels  ruiming  through  the  middle  channel  on  the  ebb,  steer  directly 
for  this  rock,  as  if  it  were  their  aim  to  run  on  it  and  are  carried  safely 
and  swiftly  by. 

It  is  a  common  saying,  that  "you  can't  hit  Little  Mill  rock  if  you 
try;"  and  in  this  we  have  a  complete  exemplification  of  the  means  by 
which  the  great  hazards  of  the  shoals  projecting  from  Flood  rock  and 
Blackwell's  island  (the  former  of  which  is  the  most  dangerous),  can  be 
fully  and  permanently  overcome 

We  m-ay  be  thought  to  exaggerate  these  hazards,and  to  over-estimate 
the  importance  of  the  works  we  are  recommending,  and  yet,  if  another 
accident  should  occur  like  that  of  the  Oregon  in  the  winter  1817-48, 
and  if  instead  of  hanging  by  the  keel  as  she  did,  the  boat  filled  with 
passengers,  should  slip  off'  into  deep  water,  the  frightful  consequences 
would  make  our  languag'^  appear  tame  and  cold.  If  such  an  event 
should  occur  at  any  pt  riod  of  the  tide,  except  half  an  hour  before  and 
after  slack  water,  even  if  it  were  broad  day,  and  a  hundred  boats  were 
ready  to  go  to  the  assistance  of  the  passengers,  the  loss  of  life,  owing 
to  individual  helplessness  and  to  the  boats  being  unmanageable  in  so 
rapid  a  current,  would  be  fearful. 

We  are  fully  aware  (if  the  advantages  of  steam  as  a  motive  power, 
and  we  are  acquainted  with  th  i  consummate  skill  of  our  pilots,  still  we 
live  in  the  constant  appr.  hension  that  the  navigation  of  Hellgate  will 
be  characterized  by  some  terrible,  calamity. 

Tlui  second  object  to  bfi  attained  by  our  proposed  constructions,  the 
prevention  of  injury  when  vessels  are  driven  against  them,  remains  to 
be  noticed. 

The  idea  here  is  simply  to  cover  the  face  of  the  wall  with  fenders 
of  wood,  whic  h  may  be  so  constructed  as  to  yield  to  the  impulse  of  the 
vessel  striking  against  them,  and  to  assist  her,  by  their  reaction  in  clear- 
ing them. 


New  York  Harbor  Commission  Beports,  203 


In  order  to  pass  The  Gridiron  safely  on  the  ebb,  it  is  necessary  to 
decide  which  channel  is  to  be  taken,  before  arriving  at  the  point  of 
divergence  of  the  currents  of  the  different  channels.  This  is  ditficult. 
When  the  attempt  fails,  and  the  vessel,  with  an  acquired  velocity,  has 
gone  too  far  to  escape  a  collision,  the  proposed  facing  will  prevent  any 
serious  damage ;  and  if  a  suitable  provision  is  made,  the  vessel  may  lay 
by  and  start  anew. 

There  are  two  other  spots  in  Hellgate,  which,  owing  to  their  exposed 
situation,  intruding  as  they  do  into  the  channels,  and  to  the  certainty  of 
harm  to  vessels  touching  upon  them,  ought  to  be  pointed  out  in  the  most 
distinct  manner. 

One  of  these  is  Hog's  Back,  directly  upon  which  the  current  sets  during 
the  first  quarter  of  the  ebb. 

Vessels  taking  the  main  ship  channel  on  the  ebb  (which  is  the  best  way), 
are  liable  if  they  give  this  reef  too  wide  a  berth,  to  go  on  Mill  rock  or  to 
be  forced  to  run  the  middle  channel,  which  is  only  safe  to  those  who  are 
well  acquainted  with  the  ground.  Detached  walls  at  suitable  points  along 
the  face  of  this  reef  and  on  the  southeast  part  of  it,  in  from  four  to  twelve 
feet  of  water,  would  afford  the  requisite  security. 

A  conspicuous  stone  beacon  should  be  constructed  on  the  eastern  ex- 
tremity of  Rylander's  reef,  in  six  or  eight  feet  of  water. 

This  reef  is  dangerously  situated  on  account  of  the  deep  water  around 
it;  the  chart  of  the  coast  survey  shows  that  it  extends  much  farther  into 
the  channel  than  it  was  supposed  to  do  ;  and  even  when  the  outer  part  of 
the  reef  is  marked  by  a  ripple,  or  by  eddies,  the  deeper  water  inside  may 
mislead. 

There  is  a  small  eight-foot  channel  between  Black  well's  island  and  the 
Bread-and-cheese,  into  which  vessels  are  frequently  drawn  by  the  eddying 
currents  of  the  flood  in  a  light  wind,  and  there  stranded.  We  recommend 
that  it  be  closed  up. 

This  concludes  our  enumeration  of  the  danscers  of  Hellgate,  and  our 
recommendations  as  to  the  various  modes  in  which  they  are  to  be  either 
taken  away  entirely,  or  turned  aside  and  cancelled. 

Our  proposed  improvements  comprise — 

1.  The  removal  of  certain  rocks  and  rocky  projections. 

2.  The  construction  of  seawalls,  with  timber  facings,  if  necessary,  on 
the  Gridiron,  Bread-and-cheese,  and  Hog's  Back. 

3.  The  erection  of  a  stone  beacon  on  Rylander's  reef. 

4.  The  closing  up  of  a  small  channel  between  the  Bread-and-cheese  and 
Blackwcll's  island. 

They  arc  all  included  in  the  space  of  which  a  line  from  Woolsey's  bath 
house  to  Nrgro  pinnt,  is  the  eastern  boiiiKhiry,  and  a  line  from  Gibbs' 
point  to  Hellgate  ferry,  is  the  western  boundary. 

Beyond  these  bi»undaries,  our  incpiiries  do  not  extend  at  present. 

AVc  have  purposily  omitted  saying  anything  concerning  tlie  facilities  yet 
to  be  added  to  the  navigation  of  Hellgate,  througli  lights  and  buoys. 

We  leave  these  details  where  they  properly  belong,  to  the  coast  survey 
and  lighthouse  l)oard. 

Our  attention  has  been  confmea  to  such  miprovements  as  apply  to  this 
special  case  and  to  no  other ;  such  as  are  as  far  removed  from  the  ordinary 


204 


New  York  Harbor  Commission  Reports, 


protections  of  comraerce,  as  the  perils  they  are  designed  to  remedy  are  un- 
common ;  such  as  require  particular  appropriations,  and  more  than  all,  the 
sanction  of  public  opinion,  to  warrant  their  execution. 

"In  a  place  where  the  interest  of  so  many  are  at  stake,  the  want  of 
attention  to  the  navigation  of  Hellgate  appears  like  culpable  neglect.  No 
one  can  form  an  idea  of  the  number  of  vessels  that  go  on  shore  during  the 
course  of  a  month."  (Report  of  Lieut,  (now  commander)  D.  D.  Porter, 
United  States  navy,  to  the  superintendent  of  the  coast  survey,  on  the  dan- 
gers in  Hellgate,  and  the  improvement  of  the  passage.) 

It  is  estimated  that  of  the  fifty  thousand  and  more  vessels  that  annually 
enter  the  Hellgate  channels,  one  thousand  sustain  more  or  less  damnge,  in 
consequence  of  the  remediable  difficulties  of  the  navigation.  Surely  we  may 
be  permitted  to  say  with  perfect  respect,  it  is  unworthy  of  a  city  possessing 
the  commercial  greatness  of  New  York,  that  this  should  be  said  of  one  of 
its  most  frequented  approaches. 

The  improvements  -which  we  have  recommended  are  effectual  and  dura- 
ble; they  are  not  costly  ;  and  the  modern  art  of  submarine  engineering  sup- 
plies the  means  of  their  easy  accomplishment. 

Finally,  we  will  give  a  parting  glance  to  the  benefit  the  proposed  im- 
provements would  confer  upon  New  York,  by  adding  to  its  present  resources 
a  new  access  for  vessels  of  the  largest  draught,  with  nine  feet  more  water 
in  the  shoalest  part  than  there  is  on  the  bar  of  G-edney's  channel  at  Sandy 
Hook. 

This  new  channel,  always  available,  with  the  help  of  steam-tugs,  at  suit- 
able times  of  the  tide,  and  better  than  the  channels  to  the  open  sea,  of  Phila- 
delphia, Baltimore,  or  Liverpool,  could  not  fail  to  prove  a  great  advantage, 
in  peace  and  war.  It  will  open  New  Y'^ork  to  a  larger  class  of  vessels,  like 
the  "  Great  Eastern,"  which,  in  the  existing  state  of  things,  would  find 
this  harbor  wholly  inaccessible.  The  exterior  limit  of  size  in  trading  ships, 
has  not  neccj^sarily  been  reached  in  Mr.  Russell's  new  steamer. 

The  cause  of  the  great  burden  of  the  old  Easit  Indi.i  company's  vessels, 
was  the  stability  of  the  trade  founded  on  monopoly. 

Bnt  it  is  not  difficult  to  imagine  other  causes  for  tnis  staoility,  besides 
monopoly. 

Everything  which  adds  to  the  freedom  of  trade,  may  be  presumed  to  ren- 
der its  main  channels  more  deep  and  permanent.  And  since  the  transpor- 
tation of  a  large  cargo  in  one  bottom,  is  in  the  highest  degree  economical, 
compared  with  its  distribution  into  several,  the  tendency  of  a  liberal  and 
enlightened  commercial  oolicy  will  constantly  be  to  increase  the  size  of 
trading  vessels. 

And,  so  of  packets,  or  ships,  devotea  to  passengers.  Not  only  are  trav- 
ellers more  comfortable,  more  easily  and  abundantly  provided  for,  and  more 
healthy,  but  they  are  actually  more  safe,  in  large  than  in  small  vessels  ; 
and  here,  too,  the  tendency  is  to  increase  in  size. 

New  York  should  be  prepared  for  this  change;  and  there  is  but  one 
mode  of  preparation,  and  that  is,  the  improvement  of  the  Hellgate  passage. 

Upon  this  point,  we  refer  to  the  Appendix  to  our  first  report,  p.  77*  of 
the  commissioners'  report  of  January  8,  1856. 


*  Page  48  of  this  editioiu 


New  York  Harbor  Commission  Reports. 


205 


In  the  preparation  of  this  report,  we  have  made  free  use  of  what  we,  our- 
selves, liavc  previously  written,  and  of  the  published  reports  of  former 
assistants  of  tlie  United  States  coast  survey. 

Very  respectfully,  your  obedient  servants, 

Jos.  G.  ToTTKN,  Chief  Eng.  U.  S.  Army. 
A.  D.  Baciip:,  Supt.  U.  S.  Coast  Surveij. 
Charles  Henry  Davis,  Com'r  U.  S.  Navy. 

September  30,  1856. 
To  the  CoionssiONERS  relative  to  the  Encroachments 
and  Preservation  of  the  Harbor  of  New  York, 


(G.) 

COMMISSIONERS'  LETTER  TO  HON.  WM.  H.  SEWARD,  ON 
IMPROVEMENT  OF  HELLGATE. 

Office  of  Harbor  Commissioners,  > 
New  York,  May  12,  1856.  S 

Sir  :  The  undersigned,  appointed  commissioners,  under  the  act  of  the 
state  of  New  York,  passed  March  30,  1855,  entitled,  "  An  act  for  the  ap- 
pointment of  a  commission  for  the  preservation  of  the  harbor  of  New  York 
from  encroachments,  and  to  prevent  obstructions  to  the  necessary  naviga- 
tion thereof,"  beg  leave  to  address  you,  as  a  senator  of  this  state,  in  Con- 
gress, and  as  a  member  of  the  Committee  on  Commerce  of  the  Senate,  in 
respect  to  the  improvement  of  one  of  the  approaches  to  the  port  of  New 
York. 

For  several  years  there  has  been  a  gradual  but  constant  increase  in  the 
tonnage  of  vessels  engaged  in  foreign  commerce.  In  1830,  the  maximum 
tonnage  of  vessels  was  about  one  thousand  tons  ;  the  maximum  tonnage  is 
now  about  four  thousand  tons.  At  the  former  period,  the  drauglit  of  the 
largest  vessels,  when  heavy  laden,  did  not  exceed  eighteen  to  twenty  feet ; 
now,  ships  daily  arrive  and  depart,  drawing  twenty-one  to  twenty-three 
feet.  The  depth  of  water  on  Sandy  Hook  bar,  is  twenty-four  feet  at 
mean  low  water,  twenty- three  feet  at  extreme  low  water ;  so  that  it  is  im- 
prudent to  send  a  ship  of  the  largest  class  to  sea,  except  at  high  tide  on  the 
bar. 

It  will  tlien  be  seen  that  the  limit  for  the  passage  of  vessels,  at  all  states 
of  the  tides,  by  way  of  Sandy  Hook,  has  been  reached ;  while  the  tonnage 
of  vessels  and  their  draught  of  water,  is  still  increasing. 

But,  though  the  capacity  of  this  outlet  may  be  considered  as  limited  to 
the  class  of  vessels  now  built,  and  that  for  those  of  larger  dimensions,  it  can 
be  used  only  at  high  water,  yet  the  approach  to  the  harbor  through  Hell- 
gate,  may,  by  the  removal  of  certain  obstructions,  be  rendered  as  safe  as 
by  the  present  entrance.  From  the  surveys  and  soundings  taken  by  the 
officers  of  the  United  States  coast  survey,  under  the  direction  of  Proi. 
Bache,  it  is  ascertained  that  an  easy  channel-way,  of  forty  feet  water  may 


206  New  York  Harhor  Commission  Reports. 


be  obtained,  and  that  the  removal  of  the  rocks  which  form  the  obstructions 
referred  to,  may  be  made  without  much  difficulty. 

There  is  reason  to  believe,  that  the  increase  in  the  tonnage  will  be  con- 
fined to  steamers,  and  that  the  maximum  tonnage  of  ships  has  been  ob- 
tained. 

Were  the  latter  class  to  increase  in  size,  there  would  be  some  objections 
to  their  entrance  by  way  of  Hellgate,  as  the  passage-way  of  Long  Island 
sound  is  too  narrow  for  their  free  navigation  ;  but  to  steamers  there  will  be 
none,  for  they  can  make  a  direct  course  from  Montauk  point  to  the  wliarves 
of  New  York. 

In  view  of  the  importance  to  the  general  government  that  its  chief  com- 
mercial and  naval  depot  should  be  free  from  all  obstructions  to  navigation, 
and  that  vessels  of  the  largest  tonnage  should  be  able  to  enter  at  all  times, 
the  undersigned  respectfully  request  that  you  will  bring  the  subject  before 
Congress  for  its  consideration. 

George  W.  Patterson, 
Jamks  Bowex, 
Preston  King, 
John  Vanderbilt. 

Hon.  Wm.  H.  Seward,  Washington. 


(H.) 

IMPROVEMENT  OF  HARLEM  RIVER. 

Report  of  the  Advisorij  Council  to  the  Commissioners  on  Harhor  Encroach- 
ments, on  Harlem  River  and  Spuyten  Duyvil  Creek. 

GENERAL  TOTTEN,  ) 

PROFESSOR  BACHE,  \  Advisory  CmncU. 

CAPTAIN  DAVIS.  ) 

Washington,  December,  1856. 

This  important  passage  from  the  Hudson  river  to  Long  Island  sound  and 
New  York  harbor,  has  been  much  neglected,  and  in  consequence,  has  been 
obstructed  by  artificial  obstacles,  while  the  natural  ones  have  been  suffered 
to  increase.  It  is  the  water  boundary  on  the  north  side  of  Manliattan 
island  separating  it  from  the  main.  The  water  course  is,  in  fact,  a  narrow 
sound,  continuous  from  the  Hudson  river  to  Long  Island  sound  ;  and  Spuy- 
ten Duyvil  creek  is  a  small  stream  emptving  into  this  sound,  near  King's 
bridge.  It  is,  however,  called  Spuyten  Duyvil  creek,  from  the  Hudson  to 
King's  bridge,  and  Harlem  river,  from  King's  bridge  to  Long  Island  sound. 
The  western,  or  Hudson  river  entrance,  is  thi-rtepn  miles  north  of  the  Bat- 
tery (New  York  city),  and  the  main  eastern  entrance  is  in  the  Hellgate  pas- 
sage, between  Ward's  point,  on  Ward's  island,  and  the  foot  of  One  Hun- 
dred and  Sixteenth  street. 

Besides  this  last-named  entrance,  there  are  two  others — Little  Hellgate 


Neio  York  Harbor  Commission  Rejyorts. 


207 


and  Harlem  Kill ;  the  first,  one  thousand  one  hundred  yards  in  length,  with 
an  average  width  of  one  hundred  and  sixty-five  yards  (the  greatest  width, 
of  two  hundred  and  ten  yards,  and  the  least,  one  hundred  and  forty),  a 
mean  depth  of  eleven  feet  water  in  the  channel  way  (the  least  depth  eight 
feet,  and  the  greatest  twenty).  The  bottom  is  irregular  and  rocky,  and  the 
current  through  it  very  rapid. 

The  other  passage  is  one  hundred  yards  in  mean  width  (seventy-seven  at 
the  least,  and  one  hundred  and  sixty  at  the  greatest),  has  a  n)ean  depth  of 
eleven  and  a  half  feet  (the  least  depth  four  feet,  atid  the  greatest  twenty 
feet).  The  main  eastern  entrance  into  Hellgate  is  seven  and  a  quarter  miles 
from  the  Battery,  the  Little  Hellgate  entrance  is  eight  and  a  quarter  miles, 
and  the  Harlem  Kill  entrance  nine  miles. 

The  distance  from  Hudson  river  to  Hellgate  by  this  passage  is  eight  and 
a  half  miles  Its  easy  access  from  the  sound  and  moderately  easy  access 
from  New  York  harbor,  and  its  quiet  interior  position,  would  seem  to  make 
it  a  desirable  thoroughfare  for  vessels  passing  from  Long  Island  sound  to 
the  Hudson,  and  in  certain  cases  even  for  those  passing  between  New  York 
harbor  on  the  East  river  and  the  Hudson  The  local  trade  with  the  flour- 
ishing villages  on  its  banks  would  also  deserve  consideration  as  enhancing 
the  importance  of  the  passage. 

The  distance  from  Peck  slip  on  the  East  river,  to  the  mouth  of  Spuyten 
Duyvil  creek  on  the  Hudson,  is  nearly  the  same  through  Harlem  river,  and 
by  way  of  the  Battery  and  Hudson  river,  so  that  for  all  places  east  of  this 
the  Harlem  river  route  is  the  shorter. 

The  question  of  improvement  by  removing  obstructions  natural  and  artifi- 
cial will  be  determined  by  the  comparison  between  the  cost  of  the  under- 
taking, and  the  use  to  be  made  of  the  improved  thoroughfare  or  access  to 
a  landing. 

The  engineering  part  of  this  question  deserves  minute  and  careful  consid- 
eration, and  in  its  details  does  not  fall  within  our  province.  We  prefer  at 
this  time  in  pursuance  of  the  duty  assigned  us  of  tracing  lines  around  the 
harbor  of  New  York  and  its  approaches,  beyond  which  encroachment  shall 
not  be  permitted,  to  consider  the  general  features  of  Harlem  river  and  Spuy- 
ten Duyvil  creek,  and  to  lay  down  some  principles  which  should  govern  in 
the  present  preservation  of  the  passage,  and  its  possible  t'uture  improvement. 

To  consider  this  conveniently,  we  divide  the  passage  into  two  parts; 
^first  from  Hudson  river  to  King's  bridge,  on  Spuyten  Duyvil  c^eek,  where 
the  general  depth  of  water  and  the  breadth  of  the  water  way,  point  to  im- 
provements of  the  class  of  a  canal ;  and  from  King's  bridge  to  Hellgate, 
Harlem  river  proper,  as  a  larger  or  river-bed  class.  This  distribution  will 
be  more  apparent,  and  its  meaning  will  be  better  understood  when  the  de- 
scriptions which  follow  have  been  carefully  read. 

SPUYTEN  DUYVIL  CREEK,  FROM  HUDSON  RIVER  TO  KING'S  BRIDGE. 

At  the  railroad  bridge  the  depth  at  low  water  is  now  only  three  and  a 
half  feet.  In  October,  1835,  before  the  erection  of  the  bridge  a  bed  of  mud 
having  an  average  depth  of  tive  feet  existed  at  the  mouth  of  the  creek,  and 
at  the  bridge  the  depth  of  water  was  from  four  to  five  feet.  The  creek  at 
its  mouth  is  eleven  hundred  feet  wide,  but  it  suddenly  narrows  to  three 
bundled  feet,  and  its  depth  changes  as  suddenly  from  three  and  a  half  to 


208 


New  York  Harbor  Commission  Beports 


nine  and  ten  feet.  Its  course  is  serpentine  up  to  King's  bridge,  the  chan- 
nel being  nearly  in  the  middle  and  varying  in  depth  between  eight  and 
eighteen  feet.  The  depth  of  mud  in  the  bed  is  from  eighteen  to  twenty 
feet  on  the  average. 

Above  the  foundry  at  the  bend,  a  narrow  canal  cut  through  a  gap  in  the 
hills  avoids  the  largest  bend  of  the  creek,  shortening  the  connection  with 
Harlem  river  a  distance  of  two  thousand  seven  hundred  and  fifty  feet.  The 
distance  across  by  the  canal  is  two  thousand  two  hundred  and  fifty  feet, 
while  by  the  bend  to  the  same  place  In  Harlem  river  it  is  five  thousand 
feet.  The  depth  of  mud  at  the  opening  of  this  canal  in  Spuytcn  Dnyvil 
creek  is  twenty  feet,  but  it  diminishes  gradually  to  four  fpet,  near  the  old 
mill.  There  the  ground  rises  somewhat  abruptly  to  thirteen  and  a  half  feet 
above  the  plane  of  mean  low  water,  and  on  both  sides  of  the  canal  the  hills 
attain  a  considerable  height.  The  hills  in  this  locality  consist  chiefly  of 
marble.  The  stretch  at  the  base  where  blasting  would  be  required  is  about 
seven  hundred  feet,  and  the  removal  of  about  twenty-three  thousand  cubic 
yards  would  construct  a  canal  one  hundred  feet  in  width  and  eight  feet 
deep.  This  canal  would  not  only  shorten  the  distance  as  stated  but  avoid 
the  shoalest  part  of  the  creek  and  rocky  bed.  Harlem  river  at  King's 
bridge  is  obstructed  by  the  bridge  which  is  about  eighty  feet  long.  Three 
^tone  piers  diminish  the  water  passage  to  about  sixty-five  feet.  The  bot- 
tom is  rocky  and  the  depth  only  two  and  three  feet,  throughout  a  distance 
of  eight  hundred  feet.  Blasting  would  be  necessary  there  also,  and  the 
difficulties  presented  would  be  found  greater  than  those  existing  along  the 
canal. 

At  the  mouth  of  the  canal  on  Harlem  river  tlie  mud  deposit  varies  in 
depth  from  ten  to  twenty  feet  and  rests  on  sand. 

Harlem  river  below  King'f?  bridge,  has  an  average  width  of  from  eight 
hundred  to  a  thousand  feet  and  follows  nearly  a  straight  southerly  course. 
Its  shores  are  generally  bounded  by  narrow  marshy  flats,  back  from  .vhich 
rise  moderate  hills,  excepting  for  a-  mile  above  and  below  the  High  bridge, 
where  a  bank  occurs  with  almost  perpendicular  rise  of  about  one  hundred 
and  eighty  feet  in  height.  The  actual  channel  is  very  narrow  from  King's 
bridge  to  Harlem  bridge,  seldom  exceeding  a  hundred  feet  in  width  and 
varying  from  seven  to  nine  and  fifteen  feet  in  depth.  The  channel  is  gen- 
erally well  defined  by  the  muddy  flats  at  low  water.  Its  course  runs  in 
curves,  approaching  sometimes  one  shore  and  sometimes  the  other.  The 
depth  of  mud  varies  between  six  and  twelve  feet,  and  occasionally  the  bot- 
tom of  the  bed  is  sandy. 

The  bridge  next  east  of  King's  bridge  (Fordham  bridge),  is  one  third  of 
a  mile  from  it  in  distance ;  it  is  a  considerable  artificial  obstacle,  narrowing 
the  water  way  to  sixty  feet,  in  the  channel,  and  making  after  the  turn  of 
the  tide  a  rapid,  with  a  considerable  fall  between  one  side  of  the  bridge  and 
the  other. 

The  High  bridge,  two  and  three  quarters  miles  from  King's  bridge,  has 
been  so  built  as  to  cause  no  sensible  obstruction,  by  its  elevation,  and  no 
considerable  one  by  the  water  way  occupied  by  the  piers.  Above  this  are 
already  two  coal  wharves  at  the  landings  of  Messrs.  Butler  &  Morris. 

The  next  artificial  obstacle  is  Macomb's  dam  near  Fordham,  one  mile 
from  the  High  bridge.    From  each  shore  a  dam  of  one  hundred  and  forty 


New  York  Harbor  Commission  Reports. 


209 


feet  projects,  connected  by  a  bridge  with  five  stone  piers,  leaving  a  water 
space  of  only  two  hundred  feet,  through  which  the  water  rushes  with  great 
rapidity. 

The  next  is  the  old  railroad  bridge,  the  draw  of  which  still  exists,  and 
the  new  one  near  it  two  and  one  eighth  miles  from  the  High  bridge  and 
two  miles  from  Harlem  river  entrance.  The  water  way  here  is  contracted 
to  one  hundred  yarus,  and  the  depth  at  the  draws  is  respectively  sixteen  and 
eighteen  feet. 

The  hist  artificial  obstacle  is  Harlem  bridge,  two  miles  from  the  mouth 
of  the  river  and  three  hundred  and  sixty  yards  below  the  railroad  bridge. 
The  draw  is  thirty-three  yards  in  width,  and  the  depth  of  water  at  it  is 
fourteen  feet. 

These  bridges  are  on  piles.  The  old  railroad  bridge  is  falling  down  and 
furras  a  considerable  obstacle  to  navigation.  The  water  way  left  between 
low  water  lines  is  only  three  hundred  and  sixty  feet  with  a  draw  of  thirty- 
five  feet. 

The  new  railroad  "bridge,  situated  about  three  hundred  feet  below,  meas- 
ured in  the  line  of  the  channel,  is  a  fine  substantial  wooden  structure 
resting  on  four  piers.  Its  water  w^ay  between  low  Avater  lines  is  four 
hundred  and  fifty  feet,  and  the  draw  is  fifty  feet  wide. 

Harlem  bridge,  distant  eleven  hundred  and  fifty  feet  below  the  railroad 
bridge,  is  four  hundred  and  seventy-five  feet  long  between  the  embank- 
ments. It  rests  on  eleven  wooden  yokes,  and  has  a  draw  of  one  hundred 
feet. 

Below  Harlem  bridge  the  channel  of  the  river  widens  to  alDOut  five 
hundred  feet,  and  has  at  intervals  a  depth  of  more  than  eighteen  feet,  pre- 
senting no  natural  obstructions  to  navigation,  from  there  downward. 
The  remains  of  the  piers  of  the  bridge  which  formerly  connected  Man- 
hattan and  Ward's  islands  near  the  Paupers'  dock,  are  in  the  way  and 
should  be  removed. 

Careful  surveys  h;ive  been  made  of  this  thoroughfare,  by  the  coast 
survey,  at  the  request  of  the  commissioners  on  harbor  encroachments. 
The  topographical  surveys  are  upon  a  scale  of  1-2400  or  200  feet  to  an 
inch. 

Upon  the  hydrographic  sheet  entitled,  "  Harlem  River  and  Spuyten  Duy- 
vil  Creek,"  we  have  drawn  in  the  first  section  the  limits  of  what  we  suppose 
may  be  the  improved  bed  of  the  river  or  canal  improvement  of  Spuyten 
Duyvil  creek,  between  the  Hudson  and  King's  bridge.  It  would  be  use- 
less, probably,  to  cut  across  the  marshes  of  the  bend  where  the  foundry 
stands,  for  the  sake  of  shortening  the  distance.  This  question,  however,  is 
for  the  engineer  to  settle.  The  river  at  the  bend  is  deep,  and  the  channel 
moderately  wide. 

From  King's  bridge  to  the  moutli  of  the  river,  weliave  drawn  the  par- 
allel lines  one  hundred  feet  apart,  as  on  the  Spuyten  Duyvil  section,  fol- 
lowing the  channel  of  the  river,  and  at  the  same  time  have  drawn  lines 
which  follow  in  a  general  way  the  curve  of  five  feet  in  depth  at  low  water, 
curving  gradually  and  keeping  the  width  between  them  as  uniform  as  the 
character  of  the  natural  bed  will  permit ;  the  interval  between  the  lines 
slowly  widening  as  they  approach  the  mouth. 

We  recommend  that  no  piers  be  permitted  to  project  beyond  these  lines, 

U 


210 


New  York  Harbor  Commission  Report 


and  that  any  plans  for  solid  filling  beyond  the  natural  shore  lines  be  sub- 
mitted to  examination  before  adoption.  In  this  way,  while  piers  arc  pro- 
vided for  landinfrs,  and  the  improvements  of  the  shores  may  go  on,  the 
destruction  of  this  valuable  thoroughfare  by  mischievous  encroachments 
may  be  prevented.  The  passage  itself  may  be  preserved  for  the  time  when 
the  growth  of  the  commerce  of  New  York  demands  its  improvement,  and 
when  the  improvements  in  Hellgate  itself  may  render  this  even  more  de- 
sirable than  ii  is  at  the  present  time. 

Many  of  the  rivers  near  Boston  are  much  used  as  passages  to  landings, 
though  obstructed  by  a  greater  number  of  bridges  than  Harlem  river  is 
between  its  mouth  and  Fordham. 

We  have  traced  similar  lines  for  pierhead  lines  on  Spuyten  Duyvil 
creek,  and  would  recommend  that  the  same  conditions  be  applied  for  the 
present  to  improvements  there  that  are  specified  in  regard  to  Harlem  river, 
of  which  it  is  the  continuation. 

Respectfully  submitted  by 

Jos.  G.  ToTTEN,  Bt.  Brig.  Gen.  and  Chief  Eng. 

A.  D.  Bache,  Supt.  U.  S.  Coast  Survey. 

Charles  H.  Davis,  Commander  U.  S.  Navy. 
To  the  Commissioners  on  Harbor  Encroachments,  New  York. 


(I.) 

COMMISSIONERS'  LETTER  TO  THE  MAYOR  OF  NEW  YORK. 

Harbor  Commissioners'  Office,  > 
30  Broadway,  Nov.  12,  1856.  S 

Sir  :  The  harbor  commissioners  have  had  brought  to  their  notice  an  or- 
dinance, which  they  are  informed,  has  passed  the  board  of  councilmen,  and 
is  now  before  the  board  of  aldermen,  authorizing  the  extension  of  the  city 
several  hundred  feet  into  the  East  river,  between  Seventeenth  and  Thirty- 
eighth  streets. 

In  the  opinion  of  the  commissioners,  the  proposed  extension  will  injure 
the  navigation  of  the  East  river,  and  affect  injuriously  the  commercial  in- 
terests of  that  part  of  the  city,  by  the  occupation  of  the  water-room, 
which  should  be  reserved  for  the  construction  of  docks  and  the  accommo- 
dation of  vessels.  The  area  proposed  to  be  filled,  comprises  three  and 
a  half  millions  square  yards,  and  embraces  the  whole  of  the  space  between 
Fourteenth  and  Eighty-sixth  streets,  which  can  be  appropriated  for  piers- 

The  undue  extension  of  the  bulkhead  between  Fourteenth  and  Seven- 
teenth streets,  precludes  the  erection  of  piers  between  those  streets.  If  the 
ordinance  now  before  the  board  of  alderman  shall  be  adopted,  no  piers  can 
be  erected  in  front  of  the  proposed  line  without  seri  mks  and  irreparable  hi- 
jiiry  to  the  navigation  of  the  river.  From  Thirty-eighth  to  Eighty-sixth 
streets,  owing  to  the  narrow  chanliel-way  between  New  York  and  Black- 
well's  island,  and  the  abrupt  descent  of  the  shores  into  forty  to  sixty  feet 
water,  only  a  bulkhead  is  admissible,  so  that  for  four  miles,  or  fro.n  Four- 


New  York  Harbor  Commission  Reports.  211 


teenth  to  Eighty-sixth  street,  there  would  be  no  safe  harborage  for  ves- 
sels, and  very  liipited  accommodations  for  the  lading  and  discharge  of  car- 
goes. 

The  commissioners  will  report  to  the  legislature  at  its  next  session,  ex- 
terior lines  for  the  city,  and  submit  the  charts  of  the  harbor,  which  have 
been  prepared  under  their  direction,  containing  the  soundings  and  the  ve- 
locities and  direction  of  the  currents.  It  is  only  upon  such  information 
tliat  proper  lines  can  be  described,  and  it  is  respectfully  suggested  that  the 
authorities  of  the  city  shall  refrain  from  adopting  the  ordinance  referred  to, 
or  authorizing  the  extension  of  any  part  of  the  city  into  the  river,  until  the 
legislature  shall  have  acted  upon  the  report  of  the  commissioners. 
Very  respectfully, 

George  W.  Patterson,  Chairman. 
To  his  Honor  Fernando  Wood.  Mayor. 


(J.) 

CORPORATION  ORDINANCE. 

Ordinance  of  the  Corporation  of  New  York,   describing  an  Exterior  Line 
from  Rivington  to  Thirty -eighth  Street. 

Resolved,  That  the  following  changes  and  alterations  be  and  the  same 
are  hereby  made  in  the  map  and  plan  of  the  city  of  New  York,  and  of  the 
exterior  line  thereof,  that  is  to  say  : 

First,  East  street  shall  be  continued  and  extended  seventy  feet  in  width, 
parallel  with  Tompkins  street,  as  now  laid  out,  from  Rivington  street  to 
the  centre  line  of  Fifth  street;  thence  by  a  regular  curved  line,  so  that 
the  easterly  side  of  said  East  street  shall  be  distant  one  hundred  and 
eighty-  seven  feet  six  inches  east,  from  the  easterly  line  of  Tompkins  street, 
as  now  laid  out,  at  the  centre  line  of  Eighth  street ;  thence  to  such  point  in 
the  centre  line  of  Thirteenth  street  continued,  as  that  the  easterly  side  of 
said  East  street  shall  be  two  hundred  and  thirteen  feet  and  four  inches  east 
of  the  easterly  line  of  Tompkins  street,  as  now  laid  out  at  the  centre  line 
of  Thirteenth  street;  thence  by  the  same  regular  curved  line,  until  the 
easterly  line  of  said  East  street  shall  intersect  the  point  formed  by  the 
northerly  line  of  Eighteenth  street  and  the  easterly  line  of  Avenue  D  ; 
thence  by  another  regular  curved  line,  so  that  the  easterly  line  of  said  East 
street  shall  intersect  the  point  formed  by  the  northerly  line  of  Twenty- 
third  street  and  the  westerly  line  of  Avenue  C ;  thence  by  a  continuation 
of  the  same  curved  line  last  mentioned,  until  the  easterly  line  of  said  East 
street  shall  intersect  the  point  formed  by  the  northerly  line  of  Twenty- 
eighth  street  continued,  with  the  easterly  line  of  Avenue  B  continued  ; 
thence  by  a  like  curved  line,  until  the  easterly  line  of  said  East  street  shall 
intersect  the  present  exterior  line  of  the  city,  at  the  centre  of  Thirty-eighth 
street. 


212 


New  York  Harbor  Commission  Reports. 


Second,  That  the  several  avenues  and  numbered  street?,  and  Stanton  and 
Houston  streets,  between  Rivington  and  Thirty-eighth  streets,  be  con- 
tinued to  East  street,  by  a  prolongation  of  the  lines  of  such  avenues  and 
streets. 

Thirds  So  much  of  Tompkins  street  as  is  now  laid  out  and  designated  on 
the  map  or  plan  of  the  city  north  of  Houston  street,  shall  be  and  hereby  is 
discontinued. 

Resolved,  That  Daniel  Ewen,  city  surveyor,  be  directed  to  prepare  a  map 
and  plan  of  the  said  streets,  as  herein  designated,  and  that  the  said  map, 
when  completed,  be  filed  in  the  street  commissioner's  office. 

Resolved,  That  the  proprietors  of  land  adjoining  or  nearest  and  opposite 
to  East  street,  as  hereby  established,  be  and  they  are  hereby  authorized 
and  directed  to  make  and  complete  said  East  street,  on  or  before  the 
first  day  of  January,  eighteen  hundred  and  sixty,  and  on  or  before  the 
said  day  to  fill  and  level  the  spaces  between  their  property  and  the  said 
East  street. 

Adopted  by  Board  of  Aldermen,  December  22,  185G.  Adopted  by 
Board  of  Councilmen,  December  2G,  1856.  Approved  by  the  Mayor, 
December  31,  1856. 

D.  T.  Valentine,  Clerk  Common  Council. 


(K.) 

MEMORIAL  OF  CITIZENS  OF  BROOKLYN. 

To  the  Commissioners  appointed  bj  the  Legislature  of  the  State  of  New  Yoi^k, 
for  surveying  and  laying  out  and  fixing  the  Boundaries  of  17 ew  York 
Harbor. 

The  undersigned,  land  owners  of  the  city  of  Brooklyn,  and  residents  of 
the  county  of  Kings,  respectfully  represent : 

That,  as  residents  of  said  county,  they  cannot  but  feel  deeply,  in  relation 
to  the  subject  of  your  deliberations ;  inasmuch  as  they  are  well  aware  that 
your  action  in  the  premises  will  affect;  either  for  good  or  evil,  the  interests, 
not  simply  of  themselves  and  posterity,  nor  yet  the  great  state  of  New  York, 
but  the  vast  empire  of  which  the  city  of  New  York  is,  and  in  all  time  to 
come,  must  be  the  commercial  depot 

The  first  point  we  refer  to  in  regard  to  the  harbor  of  the  city,  is  the  piers 
to  be  constructed  on  the  Brooklyn  side.  It  is  supposed  by  some  that  the 
East  river  is  too  narrow  to  admit  of  piers  on  the  Brooklyn  shore  to  the 
extent  required  for  the  accommodation  of  ships  of  the  largest  class  ;  and 
you  are  urged  to  curtail  said  piers,  lest  they  should  interfere  with  the  nav- 
igation. But  this  objection  we  think  comes  from  an  interested  source,  and 
from  the  very  parties  that  have  encroached  on  the  harbor,  if  such  has  been 
done  ;  and  though  we  would  be  slow  to  impugn  the  motives  of  any  parties, 
yet  the  fact  that  a  long  period  of  time  was  allowed  to  elapse,  during  which 
encroachments  were  continually  made  by  the  inhabitants  of  New  York  city ; 


Neio  Torh  Harhor  Commission  Reports. 


213 


and  until  the  city  of  Brooklyn  began  to  think  of  dcvclo{)ing  her  natural  ad- 
vantages, nothing  was  heard  of  encroachments  on  the  harbor.  This  fact  of 
itself  goes  far  to  prove  that  the  parties  to  these  encroachments  might  not 
always  have  been  influenced  by  the  most  just  motives  (o  their  neighbors. 
Be  that  as  it  mav,  you,  as  commissioners,  have  to  deal  with  matters  as  you 
find  them ;  but  we  would  venture  one  suggestion  for  your  careful  consid- 
eration, in  relation  to  these  piers. 

As  we  understand  it,  you  are  charged  with  the  important  duty  of  pre- 
serving to  posterity,  the  greatest  naval  depot  of  ancient  or  modern  times  ; 
that  vou  are  disposed  to  acquit  yourselves  of  the  tru>t,  we  have  no  manner 
of  doubt ;  it  becomes  our  duty  not  to  mislead,  but  to  give  you  our  opinions 
in  all  sincerity. 

The  capacity  of  the  harbor  consists  in  its  piers  on  bcth  sides  of  the  river. 
If  from  the  fault  of  any  parties,  piers  cannot  be  constructed  without  detri- 
ment to  navigation,  then  the  question  arises  should  not  the  line  of  bulk- 
heads be  so  fixed  as  to  give  to  the  piers  to  be  built,  tlie  proper  length  on 
both  sides  and  thus  preserve  to  commerce  what  is  properly  her  due.  Bet- 
ter to  excavate  on  one  or  both  sides  than  sacrifice  the  harbor  to  the  cupidity 
of  gaining  a  few  feet,  worth  vastly  more  under  water. 

The  next  point  demanding  your  attention  is  a  street  or  avenue  nmning 
parallel  with  the  water  and  along  the  line  of  the  bulkheads.  "  This  im- 
portant measure"  is  opposed  by  parties  owning  land  immediately  on  the 
river  front,  simply  because  they  find  or  think  they  find  their  advantage  in 
usino-  it  for  the  storage  of  heavy  articles,  and  exclude  tlie  pablic  by  fencing 
up  their  several  parcels  that  they  may  enjoy  the  privilege  of  the  water  for 
their  own  particular  benefit.  Wc  are  very  far  from  the  desire  to  abridge 
or  impair  the  private  rights  of  these  parties;  but  we  respectfully  submit 
that  the  public  have  rights  in  connection  with  the  East  river  and  the  nav- 
igable waters  adjacent  to  the  county  of  Kings,  and  in  order  to  conserve  and 
protect  these  "  public  rights,"  the  legislature  deemed  it  necessary  to  appoint 
you  a  "  board  of  commissioners,"  higli  in  position  and  character  among 
your  fellow-citizens,  and  from  the  integrity  and  experience  you  possess,  you 
might  be  enabled  to  present  for  their  consideration,  such  a  plan  as  would 
embrace  both  the  present  and  the  prospective  interests  involved  in  this 
great  subject.  The  evil  which  has  already  been  inflicted  on  the  harbor 
by  individual  cupidity,  and  which  has  rendered  your  appointment  as  inde- 
pendent commissioners  absolutely  necessary,  is  the  best  reason  we  could 
urjre  for  the  adoption  of  some  comprehensive  and  general  plan  to  prevent 
their  repetition  in  future ;  and  to  leave  the  vast  and  important  water  front 
of  the  county  of  Kings  unprotected,  would  be  to  repeat  the  blunders  of  the 
past  with  our  eyes  open.  The  lower  and  most  important  section  of  the 
city  of  New  York  is  an  illustration  in  point,  and  shows  what  can  be  ^aeri- 
ficed  in  the  absence  of  a  well-digested,  general  plan,  and  that  the  laying-out 
of  cities  and  harbors  by  accident  '*to  say  the  least,"  is  a  very  costly  and 
inconvenient  way. 

We  deem  it  quite  unnecessary  to  pursue  this  view  of  the  subject  further, 
and  would  not  insult  your  intelligence  by  dwelling  upon  it.  But  to  re- 
turn to  the  present  state  of  the  water  front  and  the  individual  owners  ;  we 
are  at  a  loss  to  show  how  their  interests  could  be  affected  or  their  business 
impaired,  by  laying  out  the  proposed  street.    The  simple  designation  on 


214 


New  York  Harbor  Commission  Beports. 


the  map  would  not  interfere  with  the  occupation  of  the  land  in  any  man- 
ner nor  detract  from  its  present  utility  in  the  smallest  degree.  Nor  need 
it  be  open  for  public  travel  sooner,  or  in  greater  extent  than  public  necessity 
demands,  and  the  parties  in  possession  have  almost  all  to  say  in  sucli  cases, 
and  as  full  ''compensation  must  be  made,"  foi  he  land  when  taken,  and 
the  benefits  arising  from  such  improvement  is  direct  and  immediate  both  as 
to  the  facility  for  use,  and  the  increased  value  of  ilie  property,  no  injury 
can  result  to  ihe  parties  immediately  concerned;  for  these  reasons  and  a 
multitude  which  mi<iht  be  mentioned,  "we  earnestly  urge  you  to  locate  said 
street  with  that  enlightened  regard  to  the  good  of  the  whole  '  harbor  and 
state,'  imperatively  demanded  from  the  natu'.  e  of  the  subject. 

"  We  have  learned  with  surprise  and  regret,  that  in  response  to  the  in- 
vitation given  by  you  to  the  parties  interested  on  the  Brooklyn  shore,  noth- 
ing has  been  presented  before  }'0u,  but  in  opposition  to  what  we  conceive 
to  be  the  great  public  interests  involved  in  the  whole  subject.  We  would 
be  alarmed  for  the  public  interests  at  stake  in  view  of  this  apparent  listless- 
ness,  if  we  did  not  reflect  that  it  is  not  possible  to  mislead  you  by  such  mis- 
representations and  that  the  landmarks  you  recognize  for  your  guidance,  are 
the  public  interests  involved. 

"  You  arc  well  aware,  how  slow  the  masses  move  in  matters  of  this  kind, 
so  much  so  that  those  who  would  lead  them  at  times  receive  but  ridicule 
for  their  pains. 

"  The  project  of  the  Erie  canal  need  only  be  mentioned  as  an  illustration. 
The  multitude  must  not  only  see,  but  in  most  instances  be  made  and  often 
too  late  to  remedy,  to  feel  the  necessity  of  such  projects. 

"The  colonial  history  of  Kings  county  in  connection  with  the  city  of 
New  York,  has  been  read  with  some  interest  by  the  inhabitants  of  Long 
Island,  and  has  made  some  impressions  on  the  citizens  of  Brooklyn  at 
least.  But  true  to  her  traditional  antecedents  she  almost  seems  disposed  to 
let  things  go  by  default  Does  any  one  believe  that  the  celebrated  '  Mont- 
gomery and  Dongan  Charters'  so  odious  in  their  character,  would  have 
been  enacted  at  least,  so  far  as  the  shores  of  Long  Island  were  concerned, 
if  there  existed  one  single  individual  with  capacity  enough  to  find  his  way 
home,  to  protest  against  the  perpetration  of  the  iniquity  ? 

"We  merely  allude  to  this  to  show  what  has  already  been  done  by  de- 
fault, but  there  is  some  little  difference  in  this  respect  between  the  seven- 
teenth and  nineteenth  centuries  ;  we  appeal  with  confidence  to  your  intelli- 
gence and  enlightened  action  in  the  premises,  to  repair  as  far  as  possible 
the  lasting  injuries  inflicted  by  the  colonial  charters  above  referred  to. 

"  It  was  bad  enough  to  give  to  the  city  of  New  York  by  these  chartei-s 
the  right  to  the  soil  under  water  on  the  shores  of  Long  Island,  but  it  is  still 
worse  if  by  the  encroachments  of  the  city  of  New  York  on  the  East  river, 
Brooklyn  is  to  be  for  ever  deprived  of  the  benefits  of  a  harbor,  with  piers 
of  a  sufficient  length  to  accommodate  that  class  of  shipping  which  the  wants 
of  commerce  and  the  capacity  of  the  harbor  imperiously  demand. 

"  Trusting  as  we  do  to  your  sense  of  justice  and  to  your  integrity  as  high- 
minded  public  servants,  we  have  no  misgivings  in  committing  our  interest 
to  your  keeping,  inasmuch  as  we  desire  nothmg  for  ourselves  that  would 
conflict  with  the  public  utility,  which  we  know  you  are  desirous  to  foster 
and  promote." 


New  York  Harbor  Commission  Beports. 


215 


Francis  B.  Stryker,  Edward  Copland,  A.  B.  Morll,  AViUinm  Wall,  Hen. 
C.  Murphy,*  O.  O.  Jones,  E.  D.  Fot^ter,  Samuel  L.  IWell,  Henry  A. 
Moore,  Abram  J.  Berry,  Nicholas  Wyckoff,  Thos.  J.  Gerald,  Titus  Brady, 
David  Andei-sou,  Noah  Selleck,  Chas.  E.  Loper,  Sani'l  E.  Johnson,  John 
H.  Baker,  Chas.  W.  Peed,  J.  Greenwood,t  Evan  INI.  Johnson,  Benjamin 
Baldwin,  Stephen  Crowell,  D.  P.  lianiard,  A.  H.  Osborn,  A.  Crowelle, 
R.  C.  Brainard,  John  G.  Schumaker,  Dan.  Van  Voorliis,  John  B.  King,  Ira 
Smith,  A.  P.  Ostrom,  Win.  II.  Gary,  Jas.  A.  H.  Bell,  B.  W.  Davis,  Gid- 
eon S.  Nichols,  Sanford  8.  Broad,  K.  H.  Tucker,  Johnson  Leake,  Thos. 
R.  Lush,  John  Dimon,  Wui.  M.  Harris,  A.  McCue,  Joshua  INI  Van  Cott, 
Jas.  L.  Campbell,  S.  Alpheus  Smith,  Jno.  A.  Dayton,  S.  Baldwin  Chap- 
man, A.  Bonnel,  James  Cole,  William  INIackey,  Horace  Thayer,  John  D. 
Cooks,  James  Hughes,  Philip  S.  Crook,  W.  Richmond. 


REMONSTRANCE  OF  CITIZENS  OF  BROOIvLYN. 

Memorial  to  the  Commissioners  upon  Encroachments  upon  New  York  Ilarhor. 

The  subscribers,  citizens  of  New  York  and  Brooklj-n,  and  as  such  deeply 
interested  in  the  commercial  prosperity  of  these  cities  ;  and  moreover  in- 
terested i^ecuniarily  as  o^^^lers  or  otherwise,  in  wharf  property  and  other 
real  estate  in  the  city  of  Brooklyn,  which  would  be  affected  by  the  estab- 
lishment of  a  public  street  along  the  water  front  of  that  city,  respectfully 
present  to  your  honorable  board  the  following  reasons  against  the  laying  out 
of  such  a  street : 

The  rapid  increase  of  the  commerce  of  New  York  has  rendered  necessary, 
within  a  few  years  past,  many  changes  in  the  modes  of  conductiriij;  trade. 
Among  these  tliere  has  been  none  more  noticeable  nor  more  unavoidable 
than  the  introduction  of  the  warehouse  system,  under  which  merchandise 
remains  undisturbed  in  one  place,  from  the  time  of  its  arrival  in  port  till 
again  sent  away,  or  delivered  to  the  consumer,  without  regard  to  the 
transfers  of  its  ownership,  which  may  have  been  made  in  the  mean  time 
at  a  central,  and  perhaps  distant  point. 

With  the  introduction  of  this  system,  there  cpme  into  ase  a  long  line  of 
first  class  warehouses  and  connected  wharves  upon  tlie  Brooklyn  shore,  at 
which  goods  may  be  transferred  directly  from  the  vessel  to  the  store  with- 
out needless  trouble,  delay,  or  expense.  These  warehouses  are  essential  to 
the  storage  system,  and  are  daily  becoming  more  indispensable.  Whatever 
shall  impair  their  usefulness  will  at  once  affect  injuriously  the  whole  busi- 
ness of  this  port. 

*The  importance  of  a  river  street  along  the  Avhole  water  front  of  Brooklyn  I  deem  a  mat- 
ter of  paramount  importance,  and  indis^pen-^able  to  the  future  growth  and  prosperity  of  the 
city,  and  for  the  accommodation  of  the  public  out.^ide  of  the  city. 

+  The  proposed  street  would  tend  to  give  character,  and  be  of  great  utility,  in  my  opinion, 
to  Brooklyn. 


216 


New  York  Harhor  Commission  Report 


It  would  be  difficult  to  conceive  of  anything  short  of  the  destruction  of 
the  bu'ildings  themselves,  which  could  be  more  detrimental  to  them  than 
the  opening  of  a  street  between  them  and  the  water  front. 

Tlie  space  which  such  a  street  would  occupy,  is  all  needed  for  the  un- 
lading of  goods,  and  their  inspection,  assorting,  coopering  and  other  opera- 
tions preliminary  to  their  going  into  store.  In  New  York  this  is  all  done 
upon  the  piers,  which  are  thus  rendered  almost  impassable,  and  gi-eat  delay 
in  the  discharge  of  cargoes  is  thus  caused. 

The  facilities  at  present  enjoyed  for  preventing  access  to  the  wharves,  by 
night,  gives. greater  security  both  to  vessels  and  cargoes  than  there  can  be 
where  piers  and  bulkheads  are  open  upon  a  public  street. 

The  expense  of  transfei^ring  goods  to  and  from  the  stores  is  greatly  » eiluoed 
by  rail-tracks,  cranes,  elevators,  &c.,  when  the  wharves  and  stores  ar  i  not 
separated  from  one  another,  and  the  speed  and  promptness  of  th3  opera- 
tion, which  are  scarcely  less  important,  are  proportionately  increased. 

Should  a  street  be  opened  as  proposed,  thai  portion  of  the  slips  adjacent 
to  the  wharves  between  the  piers,  would  be  useless  for  sliipping,  since  these 
wharves  could  not  serve  the  purposes  of  a  street,  and  at  the  same  time  for 
the  landing  of  goods  for  which  they  are  even  now  inadequate. 

In  addition  to  these  inconveniences  which  would  follow  from  the  occu- 
pation of  the  wharves,  the  measure  proposed  would  produce  great  mischief 
to  the  slips  and  channels  of  the  river,  the  filling  up  of  which  gave  rise  to 
that  apprehension  which  called  your  board  into  existence. 

Many  slips  now  extend  far  ivithin  the  line  upon  which  bulkheads  are 
authorized.  If  the  present  condition  of  stores  is  not  interfered  with  they 
will  so  remain,  because  the  length  of  piers  authorized  beyond  that  line  is 
not  sutficient  to  give  berth-room  for  large  vessels.  Of  course,  if  a  street  is 
laid  Jicross  them,  these  slipf?  must  be  filled  up.  At  the  Fulton  ferry  point, 
for  instance,  there  is  now  scant  room  allowed  for  the  ferry  pui-poses  or  for 
the  unloading  of  vessels  between  the  outer  pierhead  line  and  the  rocks 
which  form  the  original  shore.  The  proposed  street  running  upon  the 
bulkhead  line  would  cut  off  the  larger  portion  of  the  present  slips,  and 
render  unavoidable  either  the  abandonment  of  the  ferry,  or  an  extension 
of  piers  beyond  any  proposed  pierhead  line. 

The  history  of  encroachment  upon  the  waters  of  the  East  and  North 
rivers,  fiom  the  New  York  shores,  show  that  much  of  the  mischief  is 
chargeable  to  the  existence  of  a  water-front  street.  The  bulkheads  bemg 
useless  for  landing  goods,  the  owners  have  not  the  inducement,  at  present 
low  rates  of  wharfage,  to  keep  the  slips  cleared  adjoining  them.  The  water 
gradually  becoming  shoal,  next  the  piers,  they  are  extended  as  a  cheaper 
process  than  the  excavation  of  the  slip,  and,  as  a  consequence,  a  new  bulk- 
head is  soon  pushed  out,  buildings  are  erected  on  the  newly-made  ground, 
and  in  due  season  a  new  river  street  follows.  Greenwich  street,  Wash- 
ington street,  and  West  street,  on  the  North  river,  and  Water  street.  Front 
street,  and  South  street,  on  the  East  river,  have  witnessed  these  progressive 
changes,  and  already  large  blocks  have  been  filled  in  beyond  the  outer  line 
which  West  street  and  South  street  furnish,  preparatory  to  another  exten- 
sion. It  is  true,  a  law  is  now  in  contemplation  to  arrest  these  encroach- 
ments, but  it  cannot  stop  the  operations  of  the  laws  of  nature  and  of  trade. 
If  these  are  interfered  with  by  it,  they  will  cause  its  repeal  as  they  have  of 


New  York  Harbor  Commission  Reports. 


217 


the  laws  previously  in  existence.  It  is  better  to  avoid  the  steps  which  will 
make  these  encroachments  inevitable,  than  to  rely  upon  a  mere  })r()hibition 
for  th'  ir  prevontic  n. 

As  is  well  known,  the  accommodations  for  shippinjr  in  the  harbor  of 
New  Yoik  are  already  becom  nj:;  insufficient  for  the  busine.-s  of  the  po^t, 
which  is  increasinjT  in  a  ratio  beyond  that  of  any  previous  period.  It  is 
now  a  common  occurrence  for  vessels  to  lie  for  days,  and  sometimes  for 
weeks,  at't  -r  tlieir  arrival,  awaiting  berths,  and  at  last  getting  inferior  ac- 
commodations, from  the  crowded  state  of  the  wharves.  This  fact  tends  to 
render  the  port  obnoxious  to  ship-owners  and  foreign  merchants,  and  the 
expenses  and  delays  of  business  thus  occasioned,  have,  no  doubt,  their  in- 
fluence in  diverting  commerce  to  neighboring  ports. 

The  effect  of  the  proposed  measure  would  be  to  diminish  the  wharf  ac- 
commodations on  nearly  the  wdiole  line  of  the  street,  from  one  third  to 
one  half,  diminishing  the  berth-room  to  the  number  of  hundreds  of  ves- 
sels. 

Besides  all  these  considerations,  which  affect  every  one  in  any  way  con- 
nected with  the  trade  of  the  port,  there  are  others,  more  jiersonal  to  our- 
selves. 

We  oppose  the  measure  because,  in  addiiion  to  these  evils,  it  would  de- 
prive us  of  a  large  and  the  most  valuable  portion  of  our  property,  and 
render  the  remainder  useless  for  those  purposes  for  which  we  hold  it.  In 
some  instances,  the  street  would  take  nearly  all  the  land  we  own,  and 
would  sweep  away  the  stores  standing  upon  it.  Two  large  and  costly 
flouring  mills,  oue  of  them  just  erected,  with  elevators  and  other  con- 
veniences for  taking  in  grain  and  coal  direct  from  the  vessel,  would  be 
demolished,  our  business  would  be  broken  up,  the  remnants  of  our 
property  made  undesirable,  and  all  of  us  subjected  to  great  loss  and 
hardship. 

And  while  we  should  thus  suffer  in  our  property  and  our  business,  the 
enormous  cost  of  such  an  undertaking  would  be  thrown  upon  us,  under  the 
existing  assessment  laws,  and  we  should  be  compelled  to  pay  heavily  for 
the  privilege  of  bearing  tliese  misfortunes  ! 

While  all  these  objections  weigh  against  the  project,  we  know  of  no  re- 
deeming argument  in  its  favor.  Brooklyn  is  but  a  part  of  the  port  of  New 
York,  and  its  shores  are  well  adapted  to  the  transaction  of  certain  kinds  of 
business,  while  others  can  better  be  done  in  other  localities.  Independently, 
its  commerce  is  nothing.  Aside  from  the  transhipment  and  storage  of 
goods,  its  wharves  are  only  needed  for  the  landing  of  articles  for  imme- 
diate consumption  within  the  city,  and  for  this  purpose  ample  facilities 
are  afforded  at  the  foot  of  each  street  ending  upon  the  river.  To  open  a 
new  one  along  the  wharves,  while  it  will  furnish  no  needed  accommodation 
now  wanting,  will  destroy  or  drive  away  the  only  business  which  can 
profitably  be  transacted  upon  that  shore. 

Beiit  ving,  tlierefore,  that  this  measure  would  be  calamitous  to  the  pub- 
lic, injurious  and  unjust  to  individuals,  unnecessary  and  uncalled  for,  we 
most  earnestly  and  decidedly  remonstrate  and  protest  against  any  public 
street  along  the  water  front  of  the  city  of  Brooklyn,  and  reque.-t  that  you 
will  give  our  objections  a  candid  and  careful  consideration,  and  will  also 
present  this  memorial  with  your  report  to  the  legislature  of  this  state. 

Dated  Brooklyn,  October  6,  1856. 


218 


New  York  Harbor  Commission  Reports. 


Litchfield  «fe  Co.,  James  Nesmith,  George  W.  Baxter,  Marston  &  Power, 
The  llnion  Ferry  Co.  of  Brooklyn,  George  W.  Thompson,  The  Estate  of 
Jonathan  Thompson,  by  George  W.  Thompson,  Executor  ;  A.  Woodruff 
&  Robinson,  Hobart  Ford,  Harbeck  &  Co.,  Romer  Sanford,  Robert  M. 
Whiting,  C.  &  R.  Poillon,  G.  Baxter,  D.  E.  Wheeler,  Wm.  W.  De  Forest, 
Bunge,  Lochnier  &  Co.,  Samuel  Mitchell,  Wm.  W.  Todd,  Maydell  &  Co., 
F.  E.  Smith  &  Co.,  David  W.  Wetmore. 


(M.) 

SURVEY  OF  HUDSON  RIVER. 

Report  of  the  Superintendent  of  the  Coast  Survey^  accompanijing  the  Chart  of  the 
Hudson  River  from  Albany  to  New  Baltimore^  by  Lieut  Commanding  Wain- 
ivright,  U.  S.  Navy,  Assistant  in  the  Coast  Survey,  and  a  Comparative  Map 
from  the  Surveys  of  Major  Richard  Delafield,  U.  S-  Corps  of  Engineers  in 
1852,  and  of  the  Coast  Sui-vey  in  1856. 

Coast  Survey  Office,  ) 
January  9,  1857.  ) 

Sir  :  I  have  the  honor  to  transmit  a  report  from  Lieut.  Commanding 
R.  Wain  Wright,  U.  S.  N.,  assistant  of  the  coast  survey,  comparing  the 
changes  which  have  taken  place  in  the  channels  and  bars  of  the  Hudson 
river  between  Albany  and  New  Baltimore  since  the  examination  in  1852, 
by  Major  Richard  Delafield,  of  the  corps  of  engineers.  To  illustrate  this 
report  a  comparative  map  has  been  prepared,  showing  from  the  survey  of 
Lieut.  Commanding  Wainwright  the  present  condition  of  the  riv^r,  and 
from  that  of  Major  Delatield  its  regimen  in  1852.  The  map  is  colored  so 
as  to  render  it  more  perspicuous.  The  lines  of  deepest  water  are  marked, 
and  a  comparative  profile  shows,  by  a  projection  of  the  line  of  best  water, 
the  depths  in  the  channel  way  at  the  dates  of  the  two  maps.  A  table  ap- 
pended to  the  report,  compiled  from  previous  reports,  shows  the  depths  of 
the  bars  and  other  remarkable  points  of  the  river  in  18 1'J,  1831,  1838,  1843, 
1852,  and  1856.  I  have  represented  the  principal  results  from  tliis  table 
on  diagrams,  which  are  sent  herewith  and  marked  A,  B,  C.  They  show 
to  the  eye  the  changes  during  the  past  thirty-seven  years,  exhibiting  a  gen- 
eral improvement  in  the  regimen  of  the  river,  especially  in  the  equalization 
of  depth,  and  make  it  easy  to  study  the  changes  at  different  periods  and  at 
several  critical  points.  Tables  and  diagrams  showing  the  tide  and  tidal 
current  during  a  freshet,  and  comparing  them  with  tho.<e  in  the  usual  con- 
dition of  the  river,  accompany  Lieut.  Commanding  Wainwright's  report. 

The  chart  resulting  from  the  survey  of  Lieut.  Co.ninanding  Wainwright, 
the  land  work  by  Lieut.  A.  H.  Sewaid,  Assistant  A.  S  Wadsworth,  and 
Mr.  Alexander  Strausz,  is  also  sent  herewith.  A>  there  has  not  been  lime 
to  peepare  a  copy,  I  send  the  original  chart.  Wh  n  it  can  be  spared  by 
the  commissioners,  I  desire  that  it  may  be  retunred  to  be  copied  for  them. 

The  notes  upon  the  maps,  and  the  titles  and  descriptive  notes  upon  the 


New  York  Harbor  Commission  Reports. 


219 


diagrams  so  fully  explain  their  several  purposes,  that  I  do  not  think  it 
necessary  here  to  repeat  their  details.    Yours  respectfully, 

A.  D.  Bag  HE,  Supt  U.  S  Coast  Survey. 
Hon.  George  W.  Patterson, 
President  Commissioners  Harbor  Encroachments,  New  York. 

Coast  Survey  Office,  i 
Washington,  D  C,  Jan.  8,  1857.  \ 
Sir:  I  have  the  honor  to  make  the  following  report  to  accompany  my 
chart  of  Hudson  river  from  New  Baltimore  to  Albany,  on  a  scale  of  1-5000, 
surveyed  last  year,  and  a  comparative  map  of  the  above  survey,  and  one  of 
Major  Delafield,  U.  S.  engineers,  in  the  years  of  1852  and  '53,  prepared 
under  my  direction.  I  remark  the  changes  observed  in  comparing  the  two, 
noting  the  principal  points  and  obstructions  mentioned  in  Major  Delafield's 
report,  and  such  others  as  may  have  occurred  since. 

GREENBUSH. 

From  12  to  26 J  feet  is  now  found  in  front  of  the  docks  of  this  place, 
but  the  25  feet  is  an  extended  hole,  the  18-foot  curve  giving  it  about  two 
hundred  and  seventy-five  yards  long  and  fifty-five  yards  wide.  In  1852, 
15  feet  9  inches  to  26  feet  7  inches  is  given,  and  Major  Delafield  re- 
marks, "  it  here  always  preserves  deep  water,  but  varying  materially," 
which  the  above  shows. 

CUYLEE'S  BAR. 

Seven  and  a  half  feet  can  be  carried  over  this  bar,  about  the  same  as  in 
1852,  but  the  bar  has  extended  from  the  shoal  point  in  1852,  down  the 
river  about  490  yards  (see  profile) ;  the  channel  is  near  the  same  width, 
the  line  of  deepesi  water  is  now  carried  more  on  the  eastern  shore.  From 
here  the  direction  of  the  channel  differs  little  from  1852,  gradually  tending 
down  the  west  shore  until  it  reaches  close  in  at  the  head  of  Bogart's  island ; 
here  the  line  of  deepest  water  gives  but  nine  feet,  and  in  1852,  eight  feet  three 
inches.  I  have  called  it  Papscanee's  bar.  The  channel  continues  on  the  west 
shore  until  it  reaches  Van  Wie's  point,  when  it  again  diverges  to  ihe  oppo-ite 
shore  ;  it  is  very  narrow,  but  preserving  about  the  same  width  with  a  depth 
of  not  less  than  nine  feet  now,  and  in  1852,  eight  feet  and  three  inches. 

OVERSLAUGH  BAR. 

Nine  feet  can  now  be  carried  over  this  bar,  nearly  the  same  in  depth 
as  in  1852,  but  the  shoalest  part  has  shifted  about  two  hundred  and 
seventy  yards  lower  down.     (See  profile.) 

VAN  WIE'S  DAM,  OR  PIER  AND  BAR. 

This  section,  extending  about  eight  hundred  and  seveny-five  yards  in- 
termediate between  Overslaugh  bar  and  Austin's  rock,  has  slightly  deep- 
ened through  its  whole  extent  ;  nine  to  ten  feet  now  can  be  carried, 
when  only  eight  feet  nine  inches  could  in  1852. 


220 


New  York  Harbor  Commission  Reports, 


AUSTIN'S  EOCK. 

The  western  channel  has  altered  but  little  near  the  rock,  ten  feet 
being  its  depth  now,  and  nine  feet  five  inches  in  1852,  but  it  has 
deepened  from  one  to  two  feet  below  the  rock  toward  Van  Wie's  point. 
(See  profile.)  The  east  channel  lias  deepened  near  the  rock  two  feet  ; 
in  1852,  it  had  seven  feet,  now  nine  feet,  but  this  cannot  be  carried 
up  more'  than  halfway  between  the  rock  and  Van  Wie's  dam,  wlien 
you  strike  seven  and  eight  feet ;  below  the  rock  it  can  be  carried  into  deep 
water. 

VAN  WIE'S  POINT. 

In  the  vicinity  of  this  point  but  a  slight  change  appears  in  the  depth  ; 
from  nineteen  to  twenty-two  feet  water  is  found  there  now,  where  it  had 
twenty-two  feet  one  inch  in  1852.  The  river  has  deepened  on  the  oppo- 
site shore  ;  the  twelve-foot  curve  of  this  time  crossing  the  six-foot  curve  of 
1852.  (See  profile.)  As  mentioned  before,  the  channel  runs  from  here 
across  to  the  eastern  shore,  and  preserves  about  the  same  width,  but  half 
way  down  to  Staat's  wharf  it  has  shoaled  in  the  line  of  deepest  water 
from  two  to  five  feet,  but  still  gives  a  depth  of  thirteen  and  one  half 
feet. 

The  channel  again  crosses  to  tlie  west  sliore  with  over  nine  and  one  lialf 
feet  water  (only  one  point  giving  as  little  as  nine  and  one  half,  ten  and 
one  half  being  the  next  shoalest  water)  ;  these  are  opposite  Bear  island 
(see  profile),  until  it  reaches  opposite  the  head  of  Campbell's  island,  when 
it  shoals  from  eight  to  eight  and  one  half  feet,  a  few  inches  deeper  than  in 
1852,  for  a  distance  of  about  two  hundred  and  twenty  yards,  when  it 
deepens,  again  striking  near  the  west  shore  above  Winne's  wharf.  Op- 
posite this  wharf  the  channel  becomes  very  narrow,  a  bed  of  rocks,  which 
1  see  no  mention  of  before,  exlending  from  Campbell's  island  to  ner>r  the 
edge  of  the  cliannel. 

The  channel  now  passes  over  toward  the  lower  point  of  Campbell's 
island,  where  it  shoals  from  thirteen  feet  seven  inches  to  fourteen  feet  three 
inches,  as  given  in  1852,  to  eight  and  nine  feet  at  this  time  (see  profile) 
About  three  hundred  and  fifty  yards  above  this  they  had  only  ten  feet  two 
inches  in  1852,  and  we  have  nine  and  a  half  feet  at  the  same  place.  It 
again  falls  into  deep  water  opposite  Bow  island.  The  line  of  deepest 
water  now,  giving  more  depth  than  in  1852  by  some  two  or  three  feet  (see 
profile),  then  commences  gradually  shoaling  to  Castleton  bar.  "Winnie's 
pier  is  opposite  the  deep  hole,  abreast  of  Cow  island  ;  it  is  covered  with 
mud,  which  is  there  at  low  water. 

CASTLETON  BAR. 

This  bar  has  shifted  its  shoalest  point  some  two  hundred  and  seventy- 
five  yards  nearer  Castleton,  and  has  now  a  depth  of  seven  and  a  half  feet, 
and  in  1852  seven  feet  seven  inches  ;  the  channel  deepens  opposite  the 
wharves  from  ten  and  a  half  to  eleven  and  a  half  feet  ;  when  a  short  dis- 
tance below  the  lower  wharf  it  has  shoaled  much  since  1852,  having  then 
from  ten  feet  eight  inches  to  fourteen  feet  six  inches,  now  only  from  eight 
to  eleven  feet.  ' 


New  York  Harbor  Commission  Reports. 


221 


The  channel  again  deepens,  though  the  lines  of  deepest  water  vary  in 
very  much,  and  are  eccentric  in  their  direction  (see  map),  until  it  reaches 
the  head  of  Schodack  channel.  Here  the  depths  vary  very  mucli ;  it  has 
eight  and  a  lialf  to  nine  foet  now,  and  has  hollowed  out  until  it  has  nine 
feet  about  live  hundred  yards  above ;  at  the  same  points  it  had  in  1852 
six  feet  live  inches  and  eight  feet  two  inches,  this  latter  being  the  greatest 
depth  throughout — ours  is  fifteen  feet  (see  profile).  The  channel  strikes 
Shad  island,  opposite  Elm  or  nine-mile  tree,  with  no  impediment  in  it 
until  it  reaches  Mull's  plaat  crossover  ;  nothing  less  than  fourteen  feet 
being  carried  through  now,  sixteen  feet  five  inches  in  1852,  it  having 
shoaled  in  lumps.     (See  profile.) 

MULL'S  PLAAT  CROSSOVER. 

This  crossover  has  extended  about  six  hundred  and  fifty  yards  down  the 
river,  having  a  depth  at  each  end  of  nine  and  a  half  feet,  the  same  as  at  its 
shoalest  points  in  the  survey  of  1852.  The  line  of  deepest  water  has  varied 
much  (see  map),  ours  passing  over  the  e|d  of  their  six-foot  curve  and  theirs 
over  one  of  ours. 

The  channel  now  tends  down  the  western  shore  with  a  depth  of  not  less 
than  fourteen  feet,  and  fifteen  feet  in  1852,  until  it  reached  the  lower  end 
of  Hull's  plaat,  when  it  strikes  at  almost  a  right  angle  to  the  eastward  over 
Coeyman's  upper  crossover. 

COEY^LiN'S  BAR  OR  UPPER  AND  LOWER  CROSSOVER. 

Between  these  two  crossovers  there  is  a  flat  bar  at  low  water  extending 
from  the  west  shore  ;  the  channel  makes  a  bend  round  it  (see  map)  and  forms 
the  crossovers  at  each  end ;  seven  to  eight  feet  is  the  least  we  have  over  the 
first  or  upper  crossover  and  seven  feet  in  1852,  with  slight  difference  in  the 
general  width  ;  the  line  of  deepest  water  tends  more  toward  the  head  of 
Mull's  island  now,  and  continues  more  to  the  eastward  than  in  1852  (see 
map)  until  they  meet  over  the  lower  crossover  abreast  Coeyman's  lower 
dock. 

The  lower  crossover  has  shifted  its  shoal  point  (see  profile)  about  two 
hundred  and  seventy-five  yards  down  the  river ;  it  had  nine  feet  eight  inches 
in  1852  and  has  nine  and  a  half  feet  now.  From  here  the  channel  drops 
into  deep  water  running  between  Barren  island  and  Mull's  island  until  it 
reaches  the  end  of  Barren  island,  here  it  shoals  again,  but  gives  better  water 
than  in  1852  ;  then  it  had  only  nine  feet  five  inches,  now  its  shoalest  point 
has  twelve  and  a  half  feet,  the  line  of  deepest  water  now  runs  more  on  the 
Mull's  island  side  than  in  1852.  The  channel  now  keeps  on  the  eastern 
shore  with  good  water,  except  halfway  between  Barren  and  Beacon  islands 
(see  profile)  where  it  had  in  1852  nine  feet  nine  inches  water,  now  ten  feet; 
after  touching  close  into  Houghtailing's  island  (see  map)  the  channel  strikes 
off  in  deep  water  toward  New  l^altimoro,  and  thence  continues  down  on 
that  side  to  the  extent  of  the  work  about  three  quarters  of  a  mile  with  good 
water,  averaging  from  sixteen  to  twenty-six  feet.  All  the  above  depths 
are  given  on  the  line  of  deepest  water,  but  no  vessel  could  carry  them 
through,  owing  to  the  eccentric  direction  of  it. 


222  New  York  Harbor  Commission  Reports. 


FRESHETS. 

The  survey  was  interrupted  twice  by  freshets,  the  first  was  at  its  height 
at  Castleton,  on  the  night  of  August  22d,  being  9.04  feet  above  mean  low 
water  and  continued  to  decrease  from  that  time. 

The  next  was  more  particuhuly  observed  at  Van  Wie's  wharf,  currents 
and  tides  were  taken  during  its  continuance ;  it  was  at  its  height,  October 
2cl,  1.30  P.  M.,  9.67  feet  above  mean  low  water,  and  decreased  until  October 
3d,  4.20  p.  M.,  when  the  tide  commenced  rising  again,  but  the  current 
continued  running  down  till  October  8th  at  9.30  a.  m.,  which  was  the  first 
slackwater.  Its  velocity  when  highest  was  2  knots  or  miles  an  hour  with 
a  direction  of  south,  10  east ;  two  hours  and  a  half  before  it  had  a  \  elocity 
of  2f  knots  the  greatest,  with  the  same  direction. 

The  general  direction  varied  about  twenty  degrees  on  each  side  of  south 
I  subjoin  a  table  giving  the  currents,  tides,  and  winds,  for  every  two  hours 
until  after  the  tides  commenced  rising  and  falling ;  then  every  high  and  low 
water  until  slackwater ;  a  diagram  also  accompanies  this  with  the  freshet 
current  and  regular  currents  compared. 

Currents  have  been  taken  in  twelve  different  places  (see  chart),  in  posi- 
tions to  show  if  possible  how  much  of  them  are  diverted  from  the  main 
channel  by  the  back  streams. 

I  also  enclose  a  table  giving  the  depth  of  water  on  the  bars  and  at  prom- 
inent points  embraced  in  the  work.    Their  distances  from  Albany,  are 
given  in  the  table,  for  the  years  1819,  '31,  '38,  '43,  '52  and  '56, 
Respectfully  yours,  R,  Wainwright, 

Lieut.  Commanding  and  Assistant  Coast  Survey. 

Prof  A.  D.  Bag  HE, 
Sup.  U.  S.  C.  S.,  Washington,  D.  C. 


A  Tdble^  giving  the  Comparative  Depths  of  Water  over  the  Bars,  Shoals,  and  Prom- 
inent Points  between  Neio  Baltimore  and  Albany,  from  Different  Surveys,  and 
their  Distance  from  Albany. 


Names  of  Bars,  Shoals, 
and  Prominent  Points. 

Distance  from 
Albany. 

1819. 

1831. 

1838. 

1843 

1852. 

1856 

Feet  and 
inches. 

Feet  and 
inches. 

Feet  and 
inches. 

Feet  and 
inches. 

Feet  and 
inches. 

Feet. 

Opp'e 

12  to  17 

12  to  25 

15  to  19 

27  to  13.9 

15  to  £6.3 

12  to  26t 

Cuyler'sbarA  

Vz 

4 

6 

7.11 

7.5 

7.7 

2X 

5 

6.1 

7.4 

10.2 

9.4 

9 

Van  Wie's  dam  or  pierA  . . 

3 

10 

8  2 

10.6 

10.2 

8.9 

3>^ 

12.3c 

cl3.ll  to  15.11 

c8.6  d7.S 

cll.6  dlO.7 

c9.5  d7 

clO  d9 

Van  Wie's  point   

4 

20 

27 

24.8 

22.8 

22.1 

19  to  22 

7M 

10a 

12.2a 

6 

8 

7.7 

7K 

Head  of  Schodack  channel/i 

4.6 

10 

& 

8.7 

6.6 

8K 

8>^ 

19.7  to  22 

26.11 

ft 

15 .6  to  19. 7 

18.6 

12  to  14 

Mull's  plaat  

9>^ 

7  to  10  3-10 

10.6 

b 

9.6 

9.6 

9^ 

10 

4  6  to  6 

10.11 

b 

12 

7.2 

12 

14,7  to  23.6 

18.4  to  27.8 

b 

17  to  22 

8 

13i  to  14 

Beacon  or  Ten  Eyck's  Isl'd 

16  to  220 

cl4  el4 

b 

dl4/6cl0.4 

dl4.3  g 

duy^ 

do.           do.  do. 

10  to  12e 

dl4 

b 

a  No  bar  at  this  time.  e  Extremcwest  channel. 

bNo  survey.  /Middle  channel. 

c  West  channel.  g  No  longer  any  western  channel. 

d  East  channel.  h  Obstructions. 


New  York  Harbor  Commission  Reports.  223 


A  Table  of  Currents^  Tides^  and  Winds,  taken  at  Van  Wie's  Point,  on  the  Hudson 
River,  during  a  Freshet,  in  October,  1856. 


Date  and  Time. 

Velocity 
[  knots. 

Direction. 

Tide  above 

mean 
low  water. 

Wind. 

Force. 

Ft.  Tenths 

1856.  October  1 

i 

S.  45°  E. 

6.3i 

s.  s.  w. 

i 

Tin 

8.45  do  

South. 

6.4i 

do. 

Tin 
UO. 

10.00  do  

\n 

S.  20°  E. 

6.5i 

N.  W. 

1 

Tin 

12.00  m.,   

\n 

S.  20°  W. 

6.8 

do. 

h 

JJO, 

2.00  p.  M. ,  

16-8 

S.  10°  W. 

7.2t 

South. 

2 

Tin 

4.00  do  

16-8 

S.  20°  W. 

7.9^ 

S.  E. 

2 

Tin 

6.00  do  

I' 

S.  20°  E. 

8.61 

do. 

i 

Tin 

7.35  do  

2 

South. 

9.0^ 

N.  W. 

1 

Do. 

S.  10° E. 

Missed. 

Cahn. 

Tin 

12.00  do  

2i 

S.  10°  E. 

9.6 

Sd.itAVd. 

"h 

Tin 

Q 

2  2-8 

S.  10°  E. 

9.6| 

South. 

3 

Tin 

4.00  do  

2i 

S.  11° E, 

Missed. 

Sd.&Ed. 

2 

Tin 

6.00  do  

2 

S.  10°  W. 

9.6 

.  S.  E. 

3 

Tin 

8.00  do  

2 

S.  20°  E. 

9.3ir 

South. 

4 

"Ho 

10.00  do  

2 

South. 

9.0^ 

do. 

5 

Tin 

12.00  M.,   

2 

S. 

5°  37'  E. 

8.61 

do. 

5 

Do. 

2.00  p.  M.,  

2 

s. 

11°  15'  E. 

§.2| 

do. 

6 

Tin 

4.00  do  

I2 

s. 

11°  15'  E. 

7.9i 

S.  by  W. 

6 

Do. 

6.00  do  

I2 

s. 

11°  15'  E. 

8.0h 

South. 

5 

Tin 

8.00  do  

n 

s. 

11°  15'  E. 

Missed. 

do. 

4 

Tin 

10.00  do  

u 

s. 

5°  37'  E. 

7.6^ 

do. 

3^ 

Do. 

12.00  do  

u 

s. 

5°  37'  E. 

Mssed. 

South. 

3 

Do 

Q 
^> 

2.00  A.  M.,  

11 

s. 

10°  W. 

6.8i 

do. 

2 

Do. 

4.00  do  

u 

s. 

10°  W. 

Missed. 

S.  E. 

2 

Tin 

6.00  do  

11 

s. 

10°  E. 

6.4| 

do. 

1 

Tin 

8.00  do  

u 

s. 

15°  E. 

6.3| 

S.  S.  E. 

k 

Tin 

10.00  do  

n 

s. 

11°  15'  E. 

6.14 

S  E. 

k 

Tin. 

12.00  do  

u 

s. 

5°  37' E. 

5.8i 

S.  S.  E. 

1 

Tin 

2.00  p.  M.,  

2 

South. 

5.5k 

N.  E. 

1 

Tin 

4.00  do  

2 

South. 

5.31 

North. 

2 

Tin 

6.00  do  

11 

s. 

20°  E. 

5.8^ 

N.  \\\ 

k 

Tin 

8.00  do  

11 

s. 

10°  E. 

6.1 

Cahn. 

Tin 

A 

4.00  a.  m.,  lowtids, 

u 

s. 

16°  52'  E. 

4.7i 

S.  E. 

"2" 

Tin 

8.15  do.  high  tide,  11^ 

s. 

11°  15'  E. 

5M 

South. 

h 

Do. 

3.45  p.  M. ,  low  tide  If 

s. 

10°  E. 

4.0^  1 

East. 

1 

Do. 

8.15  do.  high  tide,  112-8 

s. 

20°  E. 

5.01 

Calm. 

Do. 

5, 

5.15  A.  M.  ,lowtide,il2 

s. 

16°  52'  E. 

3.5i 

do. 

.... 

Do. 

9.00  do.  high  tide. 

12-8 

s. 

10°  E. 

4.91 

S.  S.  E. 

Do. 

4. 00  p.  M  ,  low  tide. 

If 

s. 

10'*  E. 

S.Oh 

South. 

5 

Do. 

8.45  do.  high  tide. 

1 

South. 

4.7^ 

do. 

5 

Do. 

6, 

6.15  a  m.,  low  tide, 

H 

s. 

11°  15' E. 

2.81 

do. 

2 
2 

Do. 

10.00  do.  high  tide, 

i 

s. 

20°  E. 

3.4  1 

do. 

Do. 

5.00  p.  M.,  low  tide, 

n 

s. 

10°  E. 

i>  ortn. 

1 

Do. 

9.30  do.  high  tide. 

s. 

20°  E. 

3.91  1 

do. 

1 

Do. 

7, 

7.30  A.  M.,  low  tide. 

1 

s. 

10=»  E. 

1.8^ 

k 

Do. 

10.15  do.  high  tide, 

1 

s. 

5°  37'  E. 

2.21 

North. 

3 

Do. 

5.45  p.  M.,  low  tide 

i 

s. 

11°  15'  E. 

1.21  ! 

Calm. 

Do. 

10.38  do.  high  tide, 

i 

s. 

5°  37'  E. 

3.4^  1 

do. 

Do. 

8, 

7. 45  A.  M.  low  water 

...... 

Missed. 

1.41 

Calm. 

Do. 

11.40  do.  high  tide, 

S.  10°  E. 

2.6  ' 

South. 

i" 

Do. 

7.00  p.  M.,  low  tide. 

i 

S.  5°W. 

1.3i  ! 

Calm. 

Do. 

11.45  do.  high  tide, 

2-8 

s. 

16°  52'  E. 

3.7 

I 

do. 

*  It  hid  been  .^:aclc~ator  frcni  O.GO  to  11. ''.5  r.  m.,  with  the  current,  although  the  tiio  was  rising. 


224 


New  Yoi'k  Harhor  Commission  Reporti 


(N.) 

TESTIMONY  ON  WHARFAGE  RATES. 

James  Cruikshanks,  l)eing  examined,  says,  he  is  a  wharfinger. 

1.  How  long  have  you  been  a  wharfinger'?    Nearly  thirty-five  years. 

2.  For  what  piers  are  you  wharfinger?  From  Nos.  3  to  11,  inclusive, 
North  river. 

3.  What  is  the  average  amount  of  cost  of  those  piers'?  Pier  No.  4  cost 
twenty-eight  thousand  dollars ;  that  embraces  the  cost  of  the  pier  and  the 
subsequent  extension. 

4.  What  was  the  original  length  of  the  pier  ?  About  three  hundred  and 
fifty  feet. 

5.  What  is  the  present  length  ?    About  six  hundred  feet. 

6.  What  is  the  annual  revenue  derived  from  that  pier  ?  That  pier  is 
rented  to  various  steamboat  companies  for  about  eight  tliousand  dollars 
when  it  was  open  to  vessels  paying  the  rates  of  wharfage  allowed  by  law, 
it  paid  not  more  than  one  half  of  that  amount.  Pier  No.  5  is  about  six 
hundred  and  twenty  feet  in  length,  and  the  revenue  from  that  pier  is  jibout 
five  thousand  dollars  per  annum. 

7.  What  was  the  cost  of  pier  No.  5  ?    About  twenty-six  thousand  dollars. 

8.  Have  you  been  at  any  time  obliged  to  dredge  the  slips  between  these 
piers  *?  The  owners  have  not ;  but  the  lessees,  I  believe,  have  dredged  them 
partially. 

9.  What  depth  of  water,  at  the  bulkhead,  was  there  when  the  piers  you 
refer  to  were  built  ?    About  forty  feet. 

10.  What  is  the  present  depth  at  the  bulkhead?    Eight  or  nine  feet. 

11.  When  were  the  piers  built?    In  1840. 

12.  To  what  do  you  attribute  the  rapid  filling?  Partially  to  the  currents 
of  the  river  setting  in  from  the  Jersey  shore ;  but  chiefly  to  the  w^ash  of  the 
city,  and  to  the  deposit  of  rubbish.  In  one  instance  we  discovered  that 
forty  tons  of  ballast  had  been  thrown  into  the  slip. 

13.  Do  you  know  what  is  the  practice  of  steamboat  officers  in  disposing 
of  the  cinders  of  the  engines  of  their  boats  ?  It  is  a  general  practice  to  tlirow 
them  into  the  river. 

14.  In  speaking  of  the  wash  of  the  city,  do  you  refer  to  the  material 
washed  into  the  river  through  the  sewers,  as  well  as  to  that  from  surface 
of  the  streets  ?    I  do. 

15.  Can  you  form  an  estimate  of  the  annual  deposit  from  the  wash  of 
the  streets  and  sewers?  From  observation,  by  measurement,  lam  satisfied 
it  must  be,  at  least,  one  foot  in  depth  per  annum. 

16.  Are  cargoes  discharged  by  horse  power  on  your  piers  ?    They  are. 

17.  How  long  will  the  flooring  of  a  wharf,  when  thus  used,  last?  Not 
over  four  years. 

18.  How  long  will  the  flooring  last  when  manual  labor  alone  is  used? 
About  six  years. 

19.  What  IS  the  cost  of  renewing  the  flooring  of  a  pier  six  hundred  feet 
long  and  forty  feet  wide  ?  About  three  thousand  dollars  for  sheathing,  or 
covering  the  old  floor  with  new  plank. 


Neiu  York  Harbor  Commission  Reports.  225 


20.  What  description  of  timber  is  used  for  flooring,  jind  of  what  thick- 
ness ?    Generally  wliite  pine,  and  fom*  inches  thick. 

21  Would  the  wharf  owner  prefer  to  have  h  s  w^harves  protected  by  a 
roof  the  whole  length  ?  Yes. 

22.  For  what  reasons?    I  think  tlie  ])ier  would  last  much  longer. 

23.  How  Ions  will  that  part  of  the  pier  above  low  water  last  without 
repairs,  when  subject  to  the  ravages  of  the  sea-worm  ?  T  am  unable  to  de- 
termine. The  ravacres  of  the  sea-worm,  for  some  reasons  unknown  to  me, 
are  not  as  great  as  they  formerly  were. 

24.  AVhich  do  you  regard  as  the  better  form  of  a  wharf  tax,  that  imposed 
on  the  ship  or  cariio  ?    The  wharf  owners  would  prefer  a  tax  upon  the  goods. 

25.  For  what  reasons?  Chiefly  because  they  have  been  unable  to  obtain 
a  sufficient  compensation  when  the  tax  has  been  impo.sed  on  the  vessel. 

26.  If  an  equitable  rate  were  established,  to  be  levied  on  the  vessel,  would 
that  mode  be  equally  satisfactory  to  the  wharf  owner?    It  would. 

27.  In  what  respects  is  the  present  law  regulating  the  rates  of  wharfage 
defective  ?  In  the  first  place,  small  vessels  do  not  pay  sufficient  for  the 
space  they  occupy  of  a  pier.  Steamboats,  again,  take  up  twice  as  much 
room  as  vessels  of  the  same  tonnage,  and  yet  pay  only  the  same  rates  as 
sailing  vessels  of  the  like  tonnage.  A  coal  barge,  discharging  seventy  tons 
of  coal,  will  pay  62^  cents  wdiarfage,  and  damage  a  wharf  five  dollars. 

28.  When  a  slip  is  dredged,  where  is  the  mud  deposited?    In  the  stream. 

29.  Does  it  not  wash  back  into  the  adjacent  slips?  Not  when  taken 
from  slips  in  the  lower  part  of  the  city.  It  is  carried  down  the  bay  by  the 
tides,  and  there  deposited. 

30.  In  referring  to  the  cost  of  pier  No.  4,  did  you  include  any  portion  of 
the  bulkhead?    I  did  not. 

31.  What  is  the  extent  of  bulkhead  between  piers  4  and  5  ?  About  two 
hundred  feet. 

32.  What  is  the  cost  per  lineal  foot  of  bulkhead  ?  Bulkheads  cost  about 
one  thousand  eight  hundred  dollars  for  every  twenty -five  feet  lineal  measure. 

33    Does  that  include  any  portion  of  the  cost  of  filling  in  ?  It  does  not. 

34.  Is  this  expense  then  simply  for  erecting  the  cribwork  and  backing 
it  up  with  stone  ?    It  is> 

35.  In  your  answer  to  question  6,  respecting  the  revenue  of  pier  No.  4, 
was  the  income  from  the  portion  of  bulkhead  attached  to  that  pier  inclu- 
ded ?    It  was. 

3G.  What  is  the  effect  of  the  regulations  respectmg  lighters  on  the  inter- 
ests of  wharf  owners  ?  It  is  to  give  lighters  the  use  of  the  wharves  without 
any  compensation.  The  lighters  can  by  law  discharge  cargoes  on  the  wharf 
during  a  day,  and  all  that  is  allowed  by  law  is  thirty  cents,  if  discharged 
on  board  of  another  vessel  from  the  outside  of  such  vessel,  fifteen  cents  per 
day,  the  pnictical  effect  of  the  law  is  that  the  wharf  owner  collects  nothing 
from  the  lighter. 

37.  Plas  he  no  remedy?  None  but  by  a  suit  at  law.  Oftentimes  it  is 
found  that  lighters  during  the  night  have  discharged  their  cargoes  on  the 
wharf,  occupying  a  large  portion  of  the  wharf  to  the  exclusion  of  room  for 
the  discharge  of  vessels  till  the  incumbrance  is  removed,  and  for  this  occu- 
pation of  the  wharf  no  compensation  is  obtained.  Again,  vessels  oftentimes 
dischaige  ballast  on  the  wharves  at  night  and  leave  before  morning,  and 
this  ballast  has  to  be  removed  at  the  expense  of  the  wharf  owner. 

15 


226  New  York  Harbor  Commission  Reports. 


38.  What  means  has  the  wharf  owner  for  compelling  the  removal  of 
mercliandise  deposited  on  the  wharves  ?  The  owner  of  the  merchandise  may 
be  notified  to  remove  his  property,  but  the  law  allows  him  a  reasonable 
time  to  do  so,  if  he  does  not  the  wharf  owner  may  store  it  at  the  expense 
of  the  owner  of  the  merchandise.  The  courts,  however,  have  construed 
reasonable  times  to  mean  two  or  three  daj^s,  and  for  this  period  of  time  the 
wharf  owner  can  recover  no  compensation  for  the  use  of  his  wharf  I  have 
been  sued  for  removing  merchandise  after  it  has  incumbered  the  wharf  for 
forty-eight  hours.  There  is  a  further  difficulty  in  obtaining  storage  room 
for  goods  so  removed.  The  occupants  of  storage  warehouses  refuse  to  re- 
ceive goods  under  these  circumstances,  because  it  brings  them  into  collision 
with  the  merchants. 

39.  By  whom  are  the  wharves  cleansed  ?  By  the  owners.  The  city 
autliorities  formerly  cleansed  them.  To  cleanse  pier  No.  5,  it  costs  the 
owner  about  ninety  dollars  per  annum. 

40.  Is  the  law  for  the  collection  of  wharfage  defective  %  It  is,  practically 
there  is  no  law  for  its  collection.  The  wharfage  on  a  vessel  is  due  at  the 
expiration  of  twenty-four  hours,  if  it  be  not  paid  and  suit  be  commenced, 
judgment  cannot  be  obtained  under  ten  days,  and  in  the  meantime  the  ves- 
sel may  occupy  her  berth,  and  if  she  leaves  before  the  expiration  of  the  ten 
days,  the  wharfage  for  the  whole  period  is  lost. 

41.  Is  there  now  in  existence  a  system  of  unauthorized  charges  made  by 
public  officers  and  paid  by  vessels  for  an  early  occupation  of  docks  ?  I  be- 
lieve there  is. 

42.  Who  are  the  public  officers?  The  state  harbormasters  and  the  cor- 
poration dock  masters. 

43.  Have  you  any  evidence  that  unauthorized  charges  have  been  made 
or  received  by  these  officers'?  Several  captains  and  owners  of  vessels,  of  un- 
impoachable  integrity,  have  informed  me  that  the  only  mode  by  which  they 
could  obtain  berths  for  their  vessels  was  by  making  payments  of  money, 
above  and  aside  from  the  fees  allowed  by  law  to  the  harbor  masters  and 
dock  masters. 

44.  Be  pleased  to  mention  the  names  of  the  captains  and  owners  who 
have  so  informed  you.    I  decline  to  answer  the  question. 

45.  Why  do  masters  and  owners  comply  Avith  these  alleged  corrupt  prac- 
tices ?  Because  they  caanot  obtain  berths  immediately  on  their  arrival, 
owing  to  the  scarcity  of  wharf  accommodation  in  the  lower  parts  of  the 
city. 

46.  Are  vessels  often  detained  in  the  stream  and  outside  berths  before 
they  can  obtain  opportunity  to  land  their  cargoes?  They  are,  frequently  a 
week. 

47.  Are  the  wharf  accommodations  in  the  lower  parts  of  the  city  equal 
to  the  demands  of  commerce?  They  are  not ;  they  ought  to  be  increased 
one  hundred  fold. 

48.  Can  they  be  increased  in  the  lower  parts  of  the  city,  and  by  what 
means?  They  can,  by  increasing  the  rates  of  wharfage,  which  would  justify 
the  wharf  owner  in  excavating  the  slips  to  a  sufficient  dopth  for  the  accom- 
modation of  large  vessels,  where  small  vessels  now  can  only  lay,  and  if  it  were 
pej  mlttcd  by  the  further  extension  of  piers  into  the  rivers. 

49.  Is  not  merchandise  frequently  injured  by  being  landed  on  wharves 
in  a  filthy  condition?    It  is. 


Neio  York  Harbor  Commission  lieports. 


227 


50.  Is  it  not  the  duty  of  the  wharf  owner  to  keep  his  wharf  clean  %  There 
is  no  law  on  the  subject. 

51.  Is  there  any  law  or  corporation  ordinance  compelling  the  wharf 
owner  to  keep  his  wharf  in  repair?    I  do  not  tliink  there  is. 

52.  Have  you  any  knowledge  of  slips  or  basins  being  filled  up  and  con- 
verted into  solid  land  because  of  the  alleged  inadequate  compensation  of 
wharf  owners  ?    I  have. 

53  What  slip?  or  basins  have  been  filled  from  this  cause?  Nearly  all 
the  slips  between  Carlisle  street  and  the  Battery,  on  the  North  river. 

James  Cuuiksuank. 

Nkw  York,  April  23,  1856. 

S.  A.  Frost,  GO  South  street,  being  examined,  says,  he  is  a  wharfinger. 

54  How  long  have  you  been  a  wharfinger?    Since  1832. 

55.  Of  what  piers  are  you  wharfinger?  Nos.  1(),  17,  one  half  of  18,  one 
half  of  19,  and  one  half  of  20  ;  half  of  23,  one  half  of  26,  the  whole  of  27 
and  28,  and  one  half  of  29,  East  river  :  and  on  North  river,  one  half  of 
pier  No.  11 — belonging  to  about  forty  different  owners. 

56.  Are  you  acquainted  with  the  cost  of  constructing  piers?  I  have  had 
the  supervision  of  the  extension  of  pier  No.  28,  East  river.  The  exten- 
sion was  two  hundred  and  ten  feet,  by  about  thirty-two  feet  wide  ;  it 
cost  about  ten  thousand  dollars. 

57.  In  what  depth  of  water,  at  low  water  ?  From  thirty  to  thirty-five  feet. 

58.  Can  you  state  the  revenue  derived  from  the  several  piers  of  which 
you  are  whai'finger?  I  cannot  without  reference  to  my  books,  except  that 
of  pier  No.  2S.  The  gross  revenue  from  the  whole  pier  is  three  thousand 
five  hundred  dollars  per  annum ;  from  which  is  to  be  deducted  commissions, 
taxes,  and  repairs,  and  finally,  rebuilding. 

59.  AVhat  is  the  length  of  that  pier?  About  four  hundred  and  sixty  feet 
by  thirty-two  feet. 

60.  What  depth  of  water  is  there  at  the  bulkhead  ?  About  three  or  four 
years  since  there  was  twenty  feet  at  low  water.  I  have  recently  had  com- 
plair\ts  that  it  was  becoming  shallow. 

61.  Is  that  pier  rented  to  a  steamboat  company,  or  for  a  line  of  regular 
traders,  or  is  it  occupied  by  transient  vessels,  paying  the  legal  rates  of  wharf- 
age, and  no  more  ?    By  vessels  paying  the  legal  rates. 

62.  How  often  is  it  necessary  to  dredge  at  that  pier,  in  order  to  main- 
tain twenty  feet  water?    Every  second  year. 

63.  What  is  the  annual  deposit  of  mud?    Probably  two  feet. 

64.  What  is  the  cause  of  deposit?  Principally  from  the  sewers  and  the 
wash  of  the  streets.  Another  cause  is  from  dumping  rubbish  from  houses 
and  factories  into  the  slips,  at  night.  Rubbish  is  also  thrown  in  from 
vessels. 

65.  What  is  the  expense  per  cubic  foot  for  dredging  in  twenty  feet 
water?    One  half  cent  per  cubic  foot. 

66.  Does  that  include  the  removal  of  the  material  dredged?    It  does. 

67.  Where  is  it  deposited?    In  the  stream. 

68.  Does  it  not  wash  into  the  adjacent  slips,  or  be  deposited  in  the  lower 
parts  of  the  harbor  ?    Probably  in  the  lower  parts  of  the  harbor. 

69.  What  is  the  character  of  the  material  dredged  ?  Generally  a  compact 
firm  mud. 


228  New  York  Harbor  Commission  Reports. 


70.  Doos  it  injure  vessels  to  bo  imbedded  or  rest  in  it"?  Probably  not,  if 
they  are  .supported  by  it  their  entire  length. 

71.  What  is  the  pnictice  of  steamboats  in  disposing  of  cinders'?  It  is 
thrown  into  the  riven*  just  before  they  approach  the  docks.  Sometimes  it 
is  thrown  into  the  docks. 

72.  Is  it  the  practice  of  the  corporation  to  grant  the  privilege  of  the  ex- 
clusive use  of  their  docks  to  lessees,  or  merchants,  while  private  owners  of 
docks  have  not  that  power  ;  and  is  this  deemed  onerous  on  the  private 
owner?  It  is.  The  corporation  oftentimes  lease  for  the  exclusive  use  of 
a  merchant,  or  steamboat  company  the  one  half  of  a  vv^harf  which  they  may 
own,  while  the  other  half,  OM^ned  by  a  private  individual,  can  obtain  only 
the  wharfage  rates  fixed  by  law — the  corporation  receiving,  probably,  three 
times  as  much  as  the  private  owner. 

73.  How  are  cai-goes  discharged  on  the  piers  of  which  you  are  wharfin- 
ger?   ChieHy  by  horse  power. 

74.  How  long  will  the  flooring  of  a  wharf,  when  thus  used,  last  ?  It  will 
require  sheathing  in  three  years. 

75.  How  long  will  the  flooring  last  when  manual  power  only  is  used? 
About  five  years. 

76.  What  is  the  usual  number  of  horses  employed  on  a  wharf  five  hun- 
dred feet  long,  in  hoisting  out  cargoes,  when  the  wharf  is  fully  occupied  ? 
In  good  weather,  when  all  the  vessels  are  discharging,  five  or  six  horses. 

77.  Do  horses  thus  engaged  injure  a  wharf  more  than  when  drawing 
loaded  carts  over  it?  In  general,  they  do  ;  but  the  chief  cause  of  injury  is, 
that  a  horse  employed  in  discharging,  travels  backward  and  forward  con- 
tinually in  an  area  of  fifty  feet ;  thus,  in  a  short  time,  wearing  away  that 
part  of  the  wharf. 

78.  What  is  the  cost  per  lineal  foot  to  sheath  a  wharf  forty  feet  wide, 
and  what  is  the  material  used  ?  The  material  is  four-inch  pine  or  spruce 
plank,  and  the  cost  is  about  thirteen  or  fourteen  cents  the  superficial  foot 

square.. 

79.  Would  the  wharf  owner  prefer  to  have  his  wharf  covered  with  a 
l  ouf  ?    I  think  not. 

80.  Would  it  not  be  a  great  protection  to  merchandise  landing  ?  It  would. 

81.  Does  the  sea-worm  commit  serious  ravages  in  the  timber  of  which 
wharves  are  constructed?    It  did  formerly  ;  I  think  not  so  much  now. 

82.  Do  you  know  why  they  are  less  destructive  than  formerly?  I  pre- 
sume it  is  attributable  to  the  foul  water  and  filth  discharged  through  the 
f-ewers,  and  to  the  refuse  of  the  gas  factories  ;  because  in  clear  water  they 
are  now  as  destructive  as  formerly. 

83.  Which,  in  your  opinion,  is  the  better  mode  of  imposing  a  wharfage 
tax,  on  the  ship  or  cargo  ?    I  think  the  cargo  ought  to  pay  it. 

84.  For  what  reasons  ?  Because  the  owners  of  the  goods  have  the  ben- 
efit of  the  wharves.  If  it  were  not  for  the  wharves,  goods  would  have  to 
he  bi'ought  ashore  by  lighters. 

85.  Would  not  the  tax,  when  imposed  on  the  cargo,  involve  much  more 
trouble  and  expense  in  its  collection,  than  if  imposed,  as  now,  on  the  ves- 
sel ?  Yes. 

86.  If  the  whai-f  owner  receive  a  satisfactory 'compensation  for  the  cap- 
ital invested  in  his  wharves,  is  it  not  a  matter  of  indifference  in  which  form 
the  tax  be  levied  ?  Yes. 


New  York  Harbor  Commission  Reports. 


229 


87.  Can  you  state  any  instance  in  M-liich  tlic  present  wharfage  law  is 
defective,  aside  from  the  alleged  inadequate  rates  of  wharfage  ?  A  schooner 
of  two  hundred  tons  will  occupy,  in  consequ(>nce  of  its  gi  eater  proporlion- 
ate  length,  nearly  the  same  space  as  a  ship  of  double  her  tonnage,  and  yet 
will  pa}'  one  th  rd  less  the  wharfage,  I  am  of  opinion  that  it  would  be 
more  equitable  to  establish  wharfage  rates  in  reference  to  the  lineal  feet 
occupii  d  by  a  vessel  along  a  wharf,  rather  than  continue  the  practice  of 
determining  the  tax  by  the  tonnage  of  a  vessel.  Frauds  are  constantly 
practised  by  owners  of  vessels  arriving  from  other  states,  by  having  the 
tonnage  of  their  vessel  less  than  they  actually  measure.  Ordinary  vessels 
also  cai  ry  more  tonnag  *-  than  their  registers  indicate,  an.d  wharfage  rates 
are  paid  according  to  registered  tonnage.  Again,  a  j)ier  occupied  by  small 
vessels,  is  subject  to  as  much  wear  and  tear  as  if  occupied  by  ships  paying 
more  wharfage.  Thus  a  coasting  vessel  will  discharge  all  her  cargo  in  two 
days,  and  pay  a  trifling  wharfage,  while  a  large  ship,  paying  double  the 
wharfage,  can  discharge  no  more  in  the  same  space  of  time,  so  that  the  re- 
moval of  the  goods  by  carts,  in  both  cases,  occasions  the  same  wear  of  the 
wharves. 

88.  Are  the  wharfage  laws  defective  in  respect  to  lighters?  The  wharf- 
age on  lighters  is  altogether  inadequate.  Frequently  a  lighter  will  dis- 
charge her  cargo  at  the  end  of  a  long  pier,  and  the  tax  will  not  defray  the 
injury  done  to  the  wharf  by  carting  her  cargo  over  it. 

89.  If  a  wharf  be  encumbered  by  merchandise,  what  is  your  remedy  ? 
We  have  no  remedy,  in  fact.  The  wharf  owner  may  store  merchandise 
encumbering  a  wharf,  but  he  has  no  power  to  sell  it. 

90.  Is  the  law  for  the  collection  of  wharfage  defective  ?  It  is,  there  is 
practically  no  law  for  the  collection  of  wharfage — if  the  captain  of  a  vessel 
is  indisposed  to  pay,  the  debt  is  abandoned. 

91.  Can  you  not  recover  from  the  owner  or  consignee  %  Yes,  but  I  speak 
of  small  sums  due  from  transient  vessels  or  vessels  consigned  to  the  captain, 
yet  if  they  should  on  a  return  voyage  come  to  the  dock,  there  is  right  on 
the  part  of  the  owner  of  the  wharf  to  prevent  them. 

92  Do  you  know  if  unauthorized  charges  are  made  by  public  officers 
for  obtaining  berths  for  vessels?  I  have  frequently  had  complaints  from 
captains  of  vessels  of  such  charges  being  made,  captains  have  demurred  to 
paying  wharfage  on  the  ground  that  they  have  paid  to  harbor  masters  for 
the  berths  which  they  have  obtained. 

93.  Do  you  know  if  these  complaints  are  general,  or  are  they  confined 
to  certain  disiricts  ?  In  some  districts  I  believe  that  the  harbor  masters  very 
frequently  exact  and  receive  pay  for  wharf  accommodations  above  the  sum 
allowed  by  law,  judging  from  the  complaints  I  have  heard  to  that  effect. 

93 1 .  Do  you  know  if  any  exactions  from  captains  or  owners  of  vessels 
by  harbor  masters  or  either  of  them  ?  I  do  not  know  of  any  within  my  own 
knowledge,  but  I  have  heard  of  many  cases  of  such  exactions 

94.  Is  the  practice  you  refer  to  well  known  and  notorious?  It  is. 

95.  Why  do  masters  and  owners  comply  with  the  demands  of  the  harbor 
masters  when  illegal?  Because  owners  in  that  way  acquire  facilities  for 
lading  and  discharging  cargoes  which  they  otherwise  could  not  obtain. 

96.  By  obtaining  these  facilities,  is  injustice  done  to  other  owners  and 
masters  of  vessels  who  do  not  comply  with  the  illegal  demands  of_ the  har- 
bor masters?  Frequently. 


230 


New  York  Harbor  Commission  Reports. 


97.  '  Are  the  dock-masters  of  the  corporation  charged  with  the  same 
practices?    I  believe  they  are. 

98.  Are  vessels  frequently  detained  in  outside  berths  where  they  cannot 
discharge  their  cargoes  from  want  of  room  in  the  lower  parts  of  the  city  ? 
Oftentimes  a  week  or  ten  days. 

99.  Is  merchandi?e  ever  landed  at  night  by  lighters  to  escape  wharfage? 
They  frequently  land  cargoes  at  night,  and  the  wliarfiige  is  lost. 

100.  Would  an  increase  of  the  rates  of  wharfage  and  a  charge  on  prop- 
erty delivered  on  and  shipped  from  the  wharves,  if  kept  below  the  charges 
of  other  American  ports,  affect  injuriously  the  commerce  of  the  city?  It 
would  not  in  my  opinion.  I  was  long  interested  in  ships  in  the  New 
Orleans  trade,  and  kept  the  run  of  freights  to  different  ports,  and  I  have 
known  freights  to  be  five  cents  per  barrel,  on  pork  and  beef,  higher  to 
Boston  than  to  New  York,  although  the  wharfage  tax  on  these  articles  in 
Boston  was  three  cents  per  barrel,  while  in  New  York  there  Wv^  re  no  wharf 
charges,  and  this  was  evidence  to  me  that  wharf  charges  have  no  influence 
on  the  destination  of  goods. 

101.  Can  you  suggest  any  mode  by  which  the  dock  accommodations  of 
the  city  may  be  increased  ?  By  giving  the  wharfinger  the  power  to  remove 
goods  deposited  on  tlie  wharf  within  a  short  period  of  time  after  landing. 
If  this  were  done,  it  would  considerably  increase  the  ability  of  vessels  to 
receive  and  discharge  their  cargoes. 

102.  Do  the  present  rates  of  wharfage  afford  a  sufficient  com;  ensation 
to  the  wharf  owner  for  the  capital  invested  in  this  description?  I  do  not 
know  what  the  first  cost  may  have  been,  but  I  think  there  is  not  sufficient 
compensation. 

103.  Of  the  piers  of  which  yot.  are  wharfinger,  is  the  annual  revenue  a 
satisfactory  compensation  ?  In  general  it  is  not.  I  think  none  pay  an 
equitable  compensation — some  piers,  however,  pay  more  than  others  of 
equal  dimensions,  though  adjacent. 

104.  What  is  the  cause  of  this  disparity  ?  It  is  attributable  to  the  ex- 
ercise of  the  power  which  harbor  masters  possess  of  berthing  vessels  where 
they  think  proper,  in  consequence  of  which  some  piers  arc  more  generally 
occupied  by  large  vessels,  which  pay  best. 

105.  Would  a  differential  rate  of  wharfage,  according  to  the  depth  of 
water  at  the  several  piers,  tend  to  relieve  the  pressure  for  room,  thus  fixing 
a  certain  rate  at  a  pier  where  there  is  10  feet,  and  establishing  a  somewhat 
higher,  where  the  water  is  20  feet?  I  think  it  would  be  an  equitable 
arrangement. 

106.  Would  not  such  a  tariff  incite  the  owners  of  piers  to  deepen  the 
slips  where  there  is  an  inadequate  depth  for  large  vessels?    It  would. 

.07.  Is  not  the  expense  of  constructing  piers  in  deep,  much  greater  than 
in  shallow  water,  and  ought  not  the  wharf  owner  to  have  compensation 
for  this  increased  expense?  It  is  greater,  and  the  wharf  owner  ought  to 
be  compensated  for  it. 

Stephen  A.  Frost. 

April  23,  1856. 

Mr.  Frost,  being  further  examined,  says  : 

The  piers  16,  17,  and  half  of  18,  East  river,  have  a  front  of  447  feet  6 


New  York  Harbor  Commission  licports. 


231 


inclies,  and  are  about  470  feet  in  length,  giving  ai\  area  of  210,100  square 
feet,  wliich  produces  a  gross  revenue  of  812,000  or  thereabouts,  giving 
about  G  cents  to  the  square  foot. 

A  t^tore  and  lot  on  South  street  in  front  of  the  said  piers,  which  covers 
jin  area  of  25  bj  75  feet,  being  1,875  square  feet,  produces  a  gross  income 
of  S2,500,  which  ^ives  5?>1  33  to  the  square  foot ;  said  store  can  be  built 
for  the  sum  of  §6,000  ;  the  lot  cost  nothing,  except  the  expense  of  making 
the  bulkhead  or  street  in  front,  and  filling  in  bfihind  with  earth.  The  bulk- 
head could  be  built  for  §70  per  lineal  foot,  which  would  give  for  25 
feet  the  sum  of  $1,750  ;  the  filling  in  with  earth  costs  nothing  in 
the  lower  wards ;  on  the  contrary,  a  premium  is  frequently  paid  for  the 
privilege,  thus  showing  the  cost  of  the  store  and  lot  to  be  ^7,750-  The 
expense  of  keeping  the  store  in  repair  would  be  very  small,  compared  with 
the  cost  of  dredging  the  slip,  and  keeping  the  piers  in  repair. 

I  also  submit  the  following  statement  of  the  cost  of  piers,  and  the 
revenue  derived  therefrom,  which  are  under  my  charge. 


COST  OF  PIEES  AND  REVENUE  DERIVED  THEREFROM.. 

Piers  Nos.  16,  17,  and  one  half  of  18,  East  Bivei\  icith  Bulkheads  between — 

447  feet  6  inches. 


Year. 

Gross  income. 

Expeusc?. 

TJot  income. 

RemiirKs. 

1851 .... 

$11,992  04 

82,831  32 

$9,160  72 

Taxes  of  1851 . . . . 

v6S0  98 

1852. .. . 

12,673  12 

2,979  24 

9,693  88 

do. 

1852 . . . 

717  33 

1853. . . . 

10,263  87 

2,858  78 

7,405  09 

do. 

1853. .. . 

915  23 

1854.... 

10,394  37 

5,094  62 

5,299  75 

do. 

1854. . . 

782  82 

1855. . . . 

11,427  5G 

2,509  25 

8,918  31 

do. 

1855. ... 

893  07 

The  average  net  income  of  the  above  piers,  for  five  years,  is  §8,095  55. 
The  expense  of  dredging  the  slips,  which  is  not  included  in  the  above  list, 
amounted  to  5,058  75.  The  assessed  value  of  the  above  piers,  upon  which 
the  taxes  are  levied,  is  §75,000.  The  taxes  for  1856  are  upwards  of 
§1,000. 


Piers  No.  19  and  20,  East  River — half  of  each  Pier,  with  Bulkhead  between — 

274  feet  9^-  inches. 


Year. 

Gross  income. 

Expenses. 

I'o.t  income. 

Remarks. 

1852. . . . 

1853. . . . 
1854. . . . 
1855.... 

84,143  57 
4,561  39 
4,691  96 
4,800  79 

$1,072  92 
701  96 
807  63 
991  77 

$3,070  65 
3,859  43 
3,884  33 
3,809  02 

Piers  were  extended  in 
the  early  part  of  1852,  the 
private  owners  paying  two 
thirds  of  the  expense. 

The  slip  between  the  above  piers  was  dredged  in  1855  at  a  cost  of 
$1,991  25,  which  is  not  included  in  the  above  Ust  of  expenses.  Pier  No. 
20  s  in  bad  condition,  and  requires  a  large  outlay  to  put  it  in  order.  The 
above  list  of  expenses  includes  only  surface  repairs  on  the  old  portion  of 
the  piers. 


232  New  York  Harhor  Commission  Reports. 


Pier. 21^  and  one  half  of  Pier  20)^  with  the  Bulkhead  between — 286  feet  7  inches. 


Year. 

Gross  income. 

Expenses. 

Net  income. 

Remarks. 

1853.... 
1854.... 
1855.... 

15,662  13 
6,756  56 
6,554  70 

$879  16 
1,121  18 
1,136  49 

$4,782,  97 
5,635  38 
5,418  21 

Cost  of  dredging  slip, 
$1,713. 

Pier  No.  26  is  in  bad  condition,  and  requires  a  large  outlay  to  put  it  in 
order,  which,  with  the  cost  of  dredging,  materially  reduces  the  net  in- 
come. The  above  list  of  expenses  includes  only  surface  repairs  on  the  old 
portions  of  the  piers,  and  nothing  for  the  extension,  it  having  been  recently 
built,  but  is  now  beginning  to  wear  out,  and  will  soon  require  large  surface 
repairs,  vdiich  will  still  further  reduce  the  average  net  income  ;  and  finally 
owing  to  the  perishable  nature  of  the  piers,  the  whole  requires  to  be  re- 
built ;  and  without  a  material  increase  to  the  present  rates  of  wharfage, 
the  piers  cannot  be  kept  in  proper  order. 


Pier  28,  East  River. 


Gross  receipt?. 

Expenses. 

Net  receipt.^. 

From  August  1, 
Do.  1, 
Do.  1, 

1853  to  August  1, 

1854  do.  1, 

1855  do.  1, 

1854  . .  . 

1855  . .  . 

1856  . .  . 

$4,013  79 
3,538  22 
3,560  25 

$1,748  12 
690  09 
775  80 

$2,265  67 
2,848  13 
2,784  45 

Average  net  receipts  for  the  above  three  years,  or  since  the  extension  of 
210  feet,  is  $2,632  75. 

Pier  28,  E.  R. ,  is  about  460  feet  long,  which,  at  $50  per  run- 
ning foot,  gives  ,   $23,000  00 

The  bulkhead  is  158  feet  6  inches,  which,  at  $60  per  running 
foot,  gives   9,510  00 

Total  estimated  cost  of  pier  and  bulkhead   . .  $32,510  00 

Whicn  has  paid  about  an  average  of  8  per  cent.,  not  including  dredging 
and  extraordinary  repairs. 

The  estima'.ed  cost  of  piers  16,  17,  ana  one  half  of  18,  is  at  the  rate  of 
$50  per  running  foot,  about  $85,750. 

The  estimated  cost  of  piers  19  and  20  E.  R.,  or  rather  two  thirds  of  the 
same,  which  the  owners  have  to  pay  with  the  bulkhead  belonging  thereto, 
at  the  rate  of  $50  per  running  foot,  amounts  to  $49,000. 

The  estimated  cost  of  pier  27  E.  R.,  is  $26,500  00 

Do.        do.     of  i  pier  26  do.,  is    12,000  00 

Do.        do.     of  bulkhead,  is  17,200  00 

$55,700  00 


Neuj  York  Harbor  Commission  Reports. 


233 


108.  Wliat  constitute  the  expenses  in  the  tabular  statement  you  have 
submitted?  The  annual  taxes,  surface  repairs,  and  commissions,  except 
in  1854,  for  piers  10,  17  and  18,  in  which  are  included  the  expense  of 
putting  new  planking  and  string  pieces  on  pier,  which  amounted  to  about 
$3,000. 

109.  By  surface  repairs,  do  you  mean  repairing  the  floormg  of  the  piers  ? 
I  do. 

110.  What  does  that  amount  to  per  annum  on  a  pier?  About  five  to 
six  hundred  dollars. 

111.  How  often  is  it  necessary  to  lay  down  new  flooring  and  string 
pieces  for  the  whole  length  of  a  pier  ?    Every  fifteen  years. 

112.  How  often  is  it  necessary  from  the  decay  of  a  pier  to  rebuild  it? 
I  should  thir.k  every  30  years. 

113.  Will  the  expense  of  rebuilding  the  pier  be  equivalent  to  its  first 
cost?    It  will  not. 

114.  What  is  the  process  of  renewal  ?  Driving  piles  close  around  the 
old  structure. 

115.  What  will  be  the  cost  of  renewal  ?  About  twenty  dollars  the  run- 
ning foot. 

116.  Will  the  new  structure  last  as  long  as  the  old  pier  if  the  latter 
were  built  of  cribs  and  bridges  ?    Perhaps  not  quite  as  long. 

117.  Are  decayed  vessels  often  abandoned  by  their  owners  at  the 
wharves  ?    They  are. 

118.  When  a  vessel  is  sunk  or  abandoned  at  a  wharf,  whose  duly  by 
law  is  it  to  remove  her  ?  The  wharf  owners  maintain  that  it  is  the  duty 
of  the  owner  of  the  vessel  or  of  the  corporation,  in  case  the  owner  cannot 
be  found  or  is  irresponsible,  but  I  do  not  know  that  there  is  any  law  on 
the  subject. 

119.  In  the  event  of  the  owner  being  irresponsible,  or  if  he  cannot  be 
found,  does  the  corporation  remove  the  sunken  vessel?  There  appears  to 
be  no  rule  on  the  subject ;  sometimes  they  do,  and  at  other  times  they 
refuse. 

120.  If  the  corporation  refuse,  at  whose  expense  is  the  vessel  removed  ? 
At  the  expense  of  the  wharf  owner. 

121.  Ttien  the  wharf  owner,  besides  losing  the  wharfage  on  the 
abandoned  vessel,  is  subject  sometimes  to  the  expense  of  removing  her? 
He  is. 

122.  Wliat  is  the  expense  of  removing  a  sunken  vessel  of  200  tons  ? 
From  a  thousand  to  twelve  hundred  dollars. 

Stephen  A.  Frost. 

New  York,  \Q>th  August^  1856. 

Stephen  Roberts,  being  examined,  says  he  is  a  wharfinger  and  lessee  of 
wharves  from  the  corporation  of  New  York,  and  from  private  owners  ; 
lives  at  308  South  street. 

123.  How  long  have  you  been  a  wharfinger?    About  three  years. 

124.  How  long  have  you  been  a  lessee  ?  About  two  years  from  private 
owners,  and  three  }  ears  from  the  coi-poration. 

125.  AVliat  rent  do  you  pay  to  the  corporation  for  wharves  you  hire? 
Four  hundred  dollars  for  one  side  of  one  wharf. 


234 


New  York  Harbor  Commission  Reports. 


126:  Where  is  tliat  wharf  situated?  Foot  of  Jackson  street,  E.  R., 
N.  Y.  side. 

127.  What  is  the  revenue  derived  from  that  wharf  ?  The  revenue  is 
about  the  same  that  I  have  paid,  but  I  expect  to  get  more  by  letting  it  to 
a  private  individual. 

128.  Of  what  wharves  are  you  wharfinger?  Nos.  50  and  52  East 
river. 

1  29.  What  did  those  piers  cost  ?    About  $16,000  each. 

130.  What  are  their  dimensions?  About  40  feet  in  width  and  212  feet 
in  length. 

131.  What  depth  of  water  are  they  in?  At  the  bulkhead  about  16 
feet  low  water,  and  at  pierhead  about  30  feet. 

132.  What  is  the  amount  annually  collected  from  each  ?  About  $4,000 
per  annum  from  both,  with  the  bulkhead. 

133.  How  long  is  the  bulkhead  ?    198  feet,. 

134.  Have  you  become  the  lessee  of  this  property  ?    I  have. 

135.  What  have  you  agreed  to  pay  per  annum  ?  Three  thousand  six  hun- 
dred dollars  per  annum,  and  probably  the  expense  of  a  portion  of  dredging 
and  repairs  if  they  are  necessary. 

136.  What  is  the  capacity  for  the  accommodation  of  vessels  of  these 
wharves?    Of  the  largest  class  of  vessels,  10,000  tons. 

137.  What  is  the  usual  amount  of  tonnage  at  those  wharves  ?  There  is 
4,950  tons  lying  there  now,  and  this  is  a  large  average  amount  of  tonnage 
accommodated  ;  the  daily  revenue  has  raised  from  seven  to  twenty-two  dol- 
lars ;  the  amount  I  am  now  receiving  is  sixteen  dollars. 

138.  To  what  expenses  are  the  wharves  subject?  To  no  other  than  city 
property  generally,  except  that  they  are  cleaned  by  the  wharf  owner  or 
lessee,    in  my  case  I  pay  for  cleansing,  and  also  the  taxes  on  the  docks. 

139.  How  long  will  the  flooring  of  a  wharf  last  where  horse  power  is 
used  to  discharge  cargoes  ?   About  five  years. 

I  10.  AVhat  description  and  size  of  timber  is  used  for  flooring?  About 
three  or  four  inches.    The  timber  is  either  hemlock  or  pine. 

141.  How  often  is  it  necessary  to  dredge  the  slip  between  the  piers  No. 
50  and  52  ?    About  every  ten  years. 

142.  AVhat  is  the  expense  of  dredging  the  slip  ?  It  cost  to  dredge  it  about 
five  years  since  one  thousand  dollars. 

Stephkn  Roberts. 

New  York,  April  20,  1856. 

William  Denniston,  being  examined,  says  he  is  a  wharf  owner, 

143.  AVhat  wharves  do  you  own?  I  am  joint  owner  with  my  brother 
Thomas  Denniston  of  pier  No.  47,  East  river,  and  adjacent  bulkhead. 

144.  What  are  the  dimensions  of  the  pier  and  bulkhead  ?  The  bulkhead 
is  144  feet  in  length  ;  the  pier  is  40  feet  wide  and  about  350  fieet  long. 

145.  AVhat  was  the  cost  of  ihe  bulkhejul  and  pier?  The  bulkhead  was 
built  when  I  purchased  the  property,  the  pier  cost  to  construct  twelve 
thousand  dollars. 

146.  AVas  the  pier  built  by  you?    It  was. 

147.  AA'hat  is  the  depth  of  water  at  the  bulkhead  at  low  water?  Thirty- 
five  years  since  it  was  about  twenty  fieet  deep;  it  is  now  about  five  leet  at 


New  York  Harhor  Commission  Reports. 


235 


low  water  ;  when  I  built  the  pier  in  1849  there  was  about  nine  feet  at  low 
water. 

148.  What  is  the  depth  of  water  at  the  pier  h.cad  ?    About  forty  feet. 

149.  Was  that  the  depth  when  you  built  the  pier  ?    It  was. 

150.  What  was  the  cost  to  construct  the  bulkhead  which  you  oAvn  ? 
About  ten  thousand  dollars. 

151.  Since  you  have  constructed  your  pier  have  you  been  obliged  to 
dredge  ?    I  have  not  dredged  but  I  shall  soon  be  compelled  to  do  so. 

152.  What  is  the  cause  of  the  tilling  of  the  slips  and  basins  ?  The  wash 
of  earth  and  filth  through  the  sewers  and  from  the  surface  of  the  streets. 

153.  Is  the  dredging  done  at  the  expense  of  the  owners  of  the  piers  and 
slips,  or  of  the  city  authorities?    At  the  expense  of  the  owners. 

154.  Do  you  know  what  disposition  is  made  of  the  material  dredged  ?  It 
is  carried  into  the  river  and  there  thrown  in. 

155.  Is  it  not  washed  back  into  the  adjacent  slips  ?  It  is  to  a  greater  or 
lesser  extent. 

156.  Would  terminating  the  sewers  at  the  end  of  the  piers  tend  to  abate 
the  evil  of  filling  up  the  slips?    It  would  diminish  the  evil. 

157.  Do  the  ravages  of  the  sea- worm  in  the  timber  of  the  wharves  seri- 
ously injure  them  ?    Not  so  much  as  formerly. 

158.  To  what  do  you  attribute  this  diminution  of  the  evil?  To  the  dis- 
charges of  the  sewers  and  of  factories  being  poisonous  and  destructive  to 
the  life  of  the  worm. 

159.  What  is  your  annual  revenue  from  the  bulkhe  id  and  pier?  Not 
over  two  thousand  five  hundred  dollars. 

160.  Is  your  bulkhead  and  pier  constantly  occupied?  It  is  not  always 
occupied. 

161.  What  is  th^  capacity  in  tonnage  for  the  accommodation  of  vessels? 
About  twelve  thousand  tons. 

1G2.  What  is  the  usual  amount  of  tonnage  at  your  pier?  From  three 
thousand  five  hundred  to  four  thousand  five  hundred  tons. 

163.  Are  the  wharfage  rates  adequate  to  the  capital  invested  in  them  ? 
They  are  not. 

l(.-4.  Which  is  the  better  form  of  imposing  a  wharf  tax,  on  the  ship  or 
cargo  ?    On  the  cargo,  as  being  more  equitable  and  less  burdensome. 

165.  What  is  the  present  value  of  your  wharf  and  bulkhead?  About 
fifty  thousand  dollars. 

160.  Can  you  suggest  any  modification  of  the  present  wharfage  law  that 
would  be  advantageous  to  the  wharf  owner  and  to  the  interests  of  connnerce  ? 
I  am  of  opinion  that  if  the  established  rates  were  materially  advanced,  they 
would  not  be  generally  charged  from  the  competition  that  would  ensue 
among  owners,  and  the  business  of  the  city  thereby  be  promoted. 

167.  Do  you  know  if  unauthorized  charges  are  made  by  public  ofiicers 
for  obtaining  berths  for  vessels?  I  do  not  know  of  any  of  my  own  knowl- 
edge, but  I  have  no  doubt  from  the  information  I  have  received,  that  such 
is  the  case.  I  believe  that  captains  of  vessels  and  lessees  of  wharves  both 
pay  to  obtain  berths  for  their  vessels  and  to  secure  the  occupation  of  their 
wharves. 

168.  To  what  officers  do  you  refer  ?  As  I  am  informed,  some  of  the 
harbor  masters  appointed  by  the  state  authorities  and  some  of  the  dock 
masters  appointed  by  the  corporation. 


236 


New  York  Harhoi'  Commission  Iteports. 


169.  Can  you  sugn;est  any  modification  of  the  present  laws  for  the  regu- 
lation of  wharves'?  I  am  of  opinion  that  private  owners  of  wharves  ought 
to  possess  the  power  of  leasing  and  giving  exclusive  privileges  for  the  occu- 
pation of  their  wharves  as  is  possessed  now  by  the  corporation,  in  respect 
to  their  wharves. 

170.  Would  a  differential  rate  of  wharfage,  graduated  according  to  the 
depth  of  water,  be  expedient?    I  think  it  would. 

171.  Would  not  such  a  tariff  incite  the  owners  of  wharves  to  increase 
the  depth  of  water  adjacent  to  them,  and  thus  afford  better  accommodation 
for  large  vessels  ?    It  would. 

172.  What  in  your  opinion  would  be  an  equitable  increase  on  the  present 
wharfage  rates?    I  submit  herewith  a  table  in  reply  to  that  question. 


Vessels  under 

Present 
rate. 

Proposed 
rate. 

Advance 
per  cent 

Vessels  under 

Present 
rate. 

Proposed 
rate. 

Advance 
per  cent 

0\J   \Aju.a .... 

20 

XyOOKJ    tUllb  .  «  .  . 

$3.75 

i?5.80 

55 

1  no  " 

lUO  .... 

0  69 
yj.  \>u 

0.80 

30 

1  4-00  " 
Xjtxjyj  .... 

3.87 

6.00 

55 

150    "  .... 

n  1^ 

\J.  1  o 

1.00 

33 

±frtO\J  .... 

4.00 

6.20 

55 

200 

0.87 

l!20 

37 

1,500    "  .... 

4!  12 

6.40 

55 

250    "  .... 

1.00 

1.40 

40 

1,550    "  .... 

4.25 

6.60 

55 

300 

1.12 

1.60 

43 

1,600    "  .... 

4.37 

6.80 

55 

350    "  .... 

1.25 

1.80 

44 

1,650    "  .... 

4.50 

7.00 

55 

400    "  .... 

1.37 

2.00 

45 

1,700  .... 

4.62 

7.20 

56 

450    "  .... 

1.50 

2.20 

46 

1,750    "  .... 

4.75 

7.40 

56 

500 

1.62 

2.40 

47 

1,800    "  .... 

4.87 

A  60 

56 

550    "  .... 

1.75 

2.60 

48 

1,850    "  .... 

5.00 

7.80 

56 

600    "  .... 

1.87 

2.80 

49 

1,900    "  .... 

5.12 

8.00 

56 

650    "  .... 

2.00 

3.00 

50 

1,950    "  .... 

5.25 

8.20 

56 

700    "  .... 

2.12 

3.20 

51 

2,000    "  .... 

5.37 

8.40 

56 

750    "  .... 

2.25 

3.40 

51 

2,050  .... 

5.50 

8.60 

56 

800    "  .... 

2.37 

3.60 

52 

2,100    "  .... 

5.62 

8.80 

56 

850    "  .... 

2.50 

3.80 

52 

2,150    "  .... 

5.75 

9.00 

56 

900    "  .... 

2.62 

4.00 

52 

2,200    '«  .... 

5.87 

9.20 

56 

950    "  .... 

2.75 

4.20 

53 

2,250  .... 

6.00 

9.40 

56 

1,000    "  .... 

2.87 

4.40 

53 

2,300  .... 

6.12 

9.60 

57 

1,050    "  .... 

3.00 

4.60 

53 

2,350    "  .... 

6.25 

9.80 

57 

1,100  "... 

3.12 

4.80 

53 

2,400    "  .... 

6.37 

10.00 

57 

1,150    "  .... 

3.25 

5.00 

54 

2,450  .... 

6.50 

10.20 

57 

1,200    "  .... 

3.37 

5.20 

54 

2,500    "  .... 

6.62 

10.40 

57 

1,250    "  .... 

3.50 

5.40 

54 

2,550    "  .... 

6.75 

10.60 

57 

1,300    "  .... 

3.62 

5.60 

54 

2,600    "  .... 

6.87 

10.80 

57 

2,650    "  .... 

1 

7.00 

11.00 

57 

Advance  of  twenty  per  cent,  for  every  fifty  tons  additional. 

173.  You  state  that  in  your  opinion  the  wharf  tax  ought  to  be  imposed 
on  the  cargo  and  that  this  mode  would  be  more  equitable  and  less  burden- 
some— will  you  be  pleased  to  state  your  reasons  for  this  opinion?  Under 
the  present  system  it  is  not  the  interest  of  the  wharf  owner  to  facilitate  the 
business  on  liis  wharf,  on  the  contrary  it  is  to  his  interest  if  vessels  be  lying 
there  that  they  should  not  be  engaged  in  lading  or  discliarging  cargoes.  In 
the  absence  of  any  change  in  our  wharfage  law?  no  improvements  will  be 
made  in  our  wharves,  nor  anything  done  that  will  facilitate  the  transaction 
of  business  upon  them,  the  owners  will  live  on  in  daily  apprehension  of 


New  York  Harbor  Commission  Beports. 


237 


their  property  being  destroyed  by  the  overloading  of  the  wharves  with  iron 
and  other  heavy  merchandise  cau.-ing  thtni  to  settle,  and  in  some  instances, 
to  break  down.  In  witnessing  the  wanton  destruction  and  damage  to  their 
wharves  by  the  throwing  out  of  iron  and  other  artick^s  upon  their  wliarves, 
and  the  use  of  horses  sharp  sliod,  in  loading  and  unloading  vessels,  causing 
more  injury  in  most  cases  to  the  wharves  than  the  wharfage  received  would 
make  good  again,  they  will  as  heretofore,  some  of  them,  make  it  to  the  in- 
terests of  the  harbor  masters  to  send  their  most  profitable  vessels  to  their 
wharves  while  the  same  vessels'  agents  will  be  also  paying  ihern  (in  addi- 
tion to  the  harbor  master's  legal  fees)  about  an  equal  amount  to  the  wharf- 
age afterward  paid  the  wharf  owner  for  placing  these  vessels  in  the  berth, 
causing  dissatisfaction  to  owners  abroad  of  ships  entering  this  p(jrt,  who 
cannot  understand  why  one  vessel's  account  of  disbursements  should  con- 
tain an  item  of  fifty  dollars  gratification  money  in  obtaining  a  berth  to  dis- 
charge, another  sixty  dollars,  and  another  seventy-five  dollars,  and  so  on  up 
to  one  hundred  and  fifty  dollars,  for  placing  a  vessel  in  a  favoiite  berth  for 
the  reception  of  freight.  Wharf  owners  will  continue  to  put  all  the  obsta- 
cles they  can  in  the  way  of  loading  and  unloading  vessels,  or  at  any  rate 
they  will  do  nothing  to  facilitate  these  objects.  Tiiey  will  on  the  contrary 
endeavor  to  keep  vessels  at  their  wharves  unemployed  in  preference  to  those 
having  cargoes  to  discharge  or  load. 

174.  Are  the  exactions  of  the  harbor  masters  to  which  you  refer  noto- 
rious 1    They  are. 

175.  Are  the  same  complaints  made  against  the  dock  masters  of  the  cor- 
poration ?    They  are. 

176.  Do  you  know  of  any  such  exaction  by  harbor  masters  or  corpora- 
tion dock  masters,  within  your  own  knowledge  ?    I  do  not. 

177.  How  have  you  derived  your  knowledge  of  such  exactions  ?  From 
the  statement  of  respectable  merchants  and  other  credible  persons  who  have 
stated  that  they  had  actually  paid  them  either  directly  or  indirectly. 

178.  Will  you  mention  the  names  of  your  informants?  I  decline  to  an- 
swer that  question. 

New  Yokk,  April  26,  1856.  Wm.  Dexnisfon. 

Edward  Minturn,  being  examined,  says  he  is  a  wharf  owner. 

179.  How  long  have  you  been  a  Avharf  owner?    Fifteen  years. 

180.  What  wharves  do  you  own  ?  I  have  had  charge  of  pier  28  and  am 
interested  in  pier  29  East  river. 

181.  What  did  these  wharves  cost?  I  do  not  know  the  original  cost,  but  the 
cost  of  their  extension  was,  of  pier  28  $11,250,  and  of  pier  No.  29  $1 1,118. 

182.  What  were  the  dimensions  of  the  extensions  ?  Pier  28  two  hundred 
and  ten  feet  by  thirty-two  feet  wide,  pier  29.  forty  feet  wide  by  two  hun- 
dred and  twenty  feet  long. 

183.  Is  the  compensation  you  derive  from  these  wharves  sufBcient  for  the 
capital  invested  ?  The  revenue  from  both  of  the  wharves  is  not  sufficient  re- 
turn for  the  sum  laid  out  in  extending  them  to  defray  the  expenties  of  repairs 
as  will  be  seen  by  the  statement  I  now  submit 

18-4.  Would  the  imposition  of  port  charges  in  New  York,  if  kept  below 
those  of  other  American  ports,  tend  to  divert  commerce  from  this  city  ?  No. 
Commerce  is  so  well  established  that  an  increase  of  port  charges,  even 
higher  than  other  ports,  cannot  divert  it. 


238  New  York  Harbor  Commission  Reports. 


Statement  of  Wharfage  collected  from  Pier  No,  28  East  River,  from  May  1,  1844 

to  February  1^  1856. 


May  1,  1844, 
May  1,  1845, 
May  1,  1846, 
May  1,  1847, 
May  1,  1848, 
May  1,  1849, 
May  1,  1850, 
May  1,  1851, 
May  1,  1852, 
Feb.  1,  1853, 
Feb.  1,  1854, 
Feb.  1, 1855, 


to  May 
to  May 
to  May 
to  May 
to  May 
to  May 
to  May 
to  May 
to  Feb. 
to  Feb. 
to  Feb. 
to  Feb. 


1845. 

1846. 

1847. 

1848. 

1849. 

1850. 

1851. 

1852. 

1853. 
1,  1854. 
1,  1855. 
1,  1856. 


Collections. 


^1,855  23 
1,972  02 
2,243  15 
2,495  23 
2,578  27 
2,577  20 
2,642  38 
2,621  61 
1,719  17 
2,802  90 
3,923  53 
3,341-85 


In  1845,  expense  repairing  wharf   11,984  90 

1846,  expense  dredging  slip   1,009  41 

1853,  expense  extending  pier   11,250  00 


Expenses 

$323  88 

$1,531  35 

334  23 

1,637  79 

366  95 

1,876  20 

409  63 

2,085  60 

713  38 

1,864  89 

679  18 

1,898  02 

557  59 

2,084  79 

546  69 

2,074  92 

504  08 

1,215  09 

1,479  49 

1,323  41 

1,760  19 

2,163  34 

730  88 

2,610  97 

$22,366  37 


14,244  31 


Net  revenue  for  11  years  and  9  months 


$8,122  06 


Up  to  February,  1853,  the  pier  was  two  hundred  and  forty-eight  feet 
long — bulkhead  one  hundred  and  fifty-eight  feet  six  inciies  long.  Since 
that  time  it  has  been  four  hundred  and  fifty-eight  feet  long — bulkhead  one 
hundred  and  fifty-eight  feet  six  inches  long. 

Owners  of  above  [)ier,  John  C.  Cruger.  J.  Thos.  Walsh.  B.  Van  Bok- 
klin,  Estate  of  B.  G.  Minturn. 

Edward  Minturn,  Executor. 

New  York,  April  23,  1856. 

The  above  will  be  certified  under  oath,  if  required,  by  S.  A.  Frost, 
wharfinger,  or  any  of  the  above  owners. 

185.  Are  there  sufficient  wharf  accommodations  in  this  city  ^  1  think 
not. 

186.  In  what  respect  are  they  defective  ?  There  is  not  sufficient  space. 

187.  Do  you  mean  that  all  the  wharves  are  fully  occupied  ?    Tiiey  are. 

188.  Are  the  piers  on  both  rivers  as  far  as  erected  fully  occupied? 
Tliey  are. 

189.  Can  you  suggest  any  mode  of  increasing  the  wharf  accommoda- 
tions ?    I  do  not  know  of  any  mode. 

190.  What  is  the  comparative  net  income  from  wharf  property  and  con- 
tiguous upland  property  facing  the  wharf?  So  far  as  the  wharves  I  own, 
only  can  I  speak  with  certainty.  I  received  for  two  stores  fronting  pier  28, 
twenty  feet  front,  each  three  thou.'?and  dollars,  while  for  a  bulkhead  of  for- 
ty-nine feet  eight  inches  and  a  pier  four  hundred  and  fifty-eight  feet  long 
by  thirty-two  feet  wide,  1  received  as  my  proportion,  about  one  third,  from 
1st  February,  1855,  to  1st  February,  1856,  ^818  16. 


Neio  York  Harbor  Commission  Reports. 


239 


The  stores  cost  about  S4,500  each,  and  the  bulkhead  and  wharves  refer- 
red to  5*'37,310,  thus  the  bulkheiid  cost  §11,0  iO,  the  original  pier  two  hun- 
dred and  Ibrty-eight  feet  long,  §15,000,  and  the  extension  two  hundred  and 
ten  feet  J:^!  1,250,  the  total  income  from  tlie  pier  and  bulkhead  of  one  hun- 
dred and  Hl'ty-eight  feet  six  inches  was  during  the  past  year  $2, GOO. 

191.  What  is  the  capacity  of  the  pier  and  bulkhead  for  the  accommo- 
dation of  vessels?    About  twelve  thousand  tons. 

EdWAP.D  INIlNTURN. 

Samuel  V.  HolFman,  being  examined,  says,  he  resides  at  202  Fifth  av- 
enue, and  is  a  wharf  owner. 

192.  What  wharf  property  do  you  own  ?  I  own  parts  of  piers  and  bulk- 
heads Isos.  16,  17,  and  18,  East  river,  extending  from  Wall  street  to  Maiden 
lane,  parts  of  piers  No.  26  and  27  East  river,  also  bulkheads  in  tht;  upper 
part  of  the  city  on  the  North  river,  which  are  not  yet  completed. 

193.  What  proportion  of  16,  17,  and  18,  do  you  own  ?  Tlie  proportion 
of  fourteen  feet  nine  inches  to  four  hundred  and  forty-seven  feet  six  inches 
of  the  bulkheads,  and  tlie  same  proportion  of  the  piers,  or  about  an  interest 
of  three  per  cent,  of  the  whole  property. 

19-1:.  How  much  did  you  pay  for  this  property  and  when  ?  I  bought  it 
for  13,000,  in  May,  1853. 

195.  Wliat  revenue  have  you  d'.'rived  from  this  property  ?  I  submit  the 
following  statement  of  the  expenses  and  income  I  have  derived  from  it. 

May,  1853,  I  purchased  an  interest  of  fourteen  feet  nine  inches  in  the 
bulkhead  (of  four  hundred  and  forty-seven  feet  and  six  inches),  and  piers 
16,  17,  and  18,  East  river,  between  Wall  street  and  Maiden  lane,  for  which 
I  paid  in  ca>h  $3,000. 

The  bulkhead  and  piers,  except  No.  16,  were  in  ordinary  good  condition. 
The  averiige  depth  of  water  then  about  ten  feet ;  in  the  fall  of  1853,  about 
$3,000  was  spent  in  putting  a  new  top  on  pier  16. 

The  slips  were  dredged  out  in  1855,  and  the  average  depth  of  water  is 


from  eighteen  to  twenty  feet. 

Pier  No.  17  now  requires  some  repairs. 
I  have  received  as  follows : 

1853,  August,  for  quarter's  income   $63  00 

November,  nothing,  all  for  repairs  

1854,  Feb'y,  do  do   

May,  received   80  60 

August,    do    64  88 

Nov.,       do    57  90 

1855,  Feb.,       do    88  02 

May,       do    76  94 

August,    do    57  95 

1855,  November,  nothing  dredging  out  

1856,  February,       do  do   

May,  estimated  about   6iJ  00 

For  three  years   ?549  20 


Being  a  fraction  over  six  per  cent. 

I  consider  these  piers  and  bulkhead,  and  this  location,  as  good  as  anv  in 
New  York. 

1!)6.  What  are  the  dimensions  of  the  bulkhead  and  piers  No.  26  and 
27,  an  I  w!:ero  are  thoy  situated  ?    One  pier  is  at  the  foot  of  P<'ck  slip  and 


240  New  York  Harhor  Commission  Reports. 


the  other  at  the  foot  of  Dover  street,  the  bulkhead  being  between  these 
points  ;  the  entire  length  of  the  bulkhead  I  do  not  recollect,  the  piers  are 
from  three  hundred  and  fifty  to  four  hundred  feet  in  length. 

197.  What  did  you  pay  for  this  property?  I  paid  for  forty-two  feet 
lineal  measure  of  the  bulkhead  and  for  the  interest  in  the  piers  which  that 
distance  of  the  bulkhead  bears  to  its  whole  length,  $5,400. 

198.  What  is  the  length  of  the  bulkhead?  I  think  about  two  hundred 
and  forty  feet. 

199.  When  did  you  purchase  this  property  and  at  what  price?  This 
spring  at  $5,400. 

200.  Have  you  derived  any  revenue  from  it?    None  yet. 

201.  Do  you  know  the  amount  of  tonnage  the  area  you  have  purchased 
an  interest  in  will  accommodate  ?    I  do  not. 

S.  V.  Hoffman, 

May  1,  1856. 

Albert  Woodruff,  being  examined,  says  he  is  a  resident  of  Brooklyn. 

202.  Are  you  a  wharf  owner?    I  am,  of  wharves  in  Brooklyn. 

203.  How  long  have  you  been  a  wharf  owner?    Since  1847  or  '8. 

204.  What  wharves  do  you  own?  The  wharves  from  the  foot  of  War- 
ren street  to  Congress  street,  Brooklyn. 

205.  Are  you  also  a  merchant?  I  am,  having  dealt  in  salt  and  fish  for 
thirty  years.  They  are  bulky  articles  of  freight,  and  are  exchanged  here 
for  all  parts  of  the  United  States. 

206.  Of  what  are  your  wharves  built  and  how  constructed  ?  Tlicy  are 
built  of  timber  in  the  form  of  cribs  filled  with  stone  and  connected  by  bridges. 

207.  What  is  the  distance  between  the  cribs?  For  about  one  l.undred 
and  fifty  feet  from  the  bulkhead  to  the  first  crib  or  block  the  wharf  is  built 
on  piles  and  thence  by  bridges  connecting  with  the  cribs  which  are  twenty 
feet  apart. 

208.  What  is  the  length  of  the  piers?  One  is  about  two  hundred  and 
sixty  feet,  the  other  about  three  hundred  and  eighty  feet  in  length. 

209.  What  is  the  depth  of  water?  At  the  bulkhead  six  or  seven  feet 
low  water,  and  at  the  end  of  the  longest  pier  twenty-six  feet  at  low  water. 

210.  Did  you  build  these  piers?    I  did. 

211.  In  what  year?    In  1853. 

212.  What  was  their  cost?    They  cost  twenty-two  thousand  dollars. 

213.  What  is  the  usual  mode  of  discharging  cargoes  at  your  piers? 
By  hor?e  power. 

214.  How  long  will  the  flooring  of  a  pier  last  where  horse  power  is 
used  to  discharge  cargoes?  I  have  not  had  sufficient  experience  to  deter- 
mine. 

215.  How  long  will  a  pier  subject  to  ordinary  use  last  Avithout  repair, 
above  high  water?  I  have  been  assured  that  a  pier  will  last  without  repair 
except  the  flooring,  above  high  water  for  seven  years,  but  I  have  no  per- 
sonal experience  on  the  subject. 

216.  How  long  before  it  will  require  repairs  below  low  water?  The 
old  docks  that  existed  where  I  erected  the  present  structures  were  perforated 
by  the  worms,  so  as  to  be  honeycombed.  They  had  been  built  probably  six- 
teen or  seventee  n  years. 

217.  AVhat  are  the  relative  rates  of  wharfage  in  this  and  other  ports  of 


New  York  Harbor  Commission  Beports. 


241 


the  United  States?  The  rates  of  wharfage  in  this  port  are  tliree  times  as 
cheap  as  in  Philadelphia,  eight  times  as  cheap  as  in  Baltimore,  ten  times  as 
cheap  as  at  Charleston  or  Savannah,  twelve  times  as  cheap  as  at  Boston, 
Providence  or  any  of  the  Eastern  ports. 

218.  Which  do  you  regard  as  the  preferable  mode  of  levying  a  wharfage 
tax,  on  the  vessel  or  cargo  ?  I  am  of  opinion  that  the  present  tax  on  the 
ship  should  be  retained,  and  that  a  further  tax  should  be  imposed  on  the 
cargo. 

2 1 9.  State  your  reasons  why  the  tax  ought  to  be  divided  between  the 
ship  and  cargo.  Because  a  slight  tax  on  merchandise  could  not  be  oppres- 
sively felt,  while  a  remunerative  tax  on  the  shipping  of  the  port  would  be 
seriously  detrimental  to  a  single  interest  of  commerce,  the  interest  of  ship 
owners. 

220.  Would  not  a  tax  on  merchandise  be  attended  with  delays  in  its  col- 
lection, vexatious  and  troublesome,  both  to  the  wharf  owner  and  consignee 
of  the  merchandise  ?    No,  for  it  would  be  collected  with  the  freight  bills. 

221.  Have  you  been  obliged  to  dredge  your  slips?  I  have  now  con- 
tracted to  have  them  dredged. 

222.  What  depth  of  water  was  at  your  bulkhead  when  you  built  your 
pier?    Twelve  to  fifteen  feet  where  now  there  is  but  six  feet. 

223.  To  what  do  you  attribute  tliis  filling?  The  wash  of  the  streets  and 
the  offal  from  houses. 

224.  Has  any  mode  been  suggested  l)y  which  this  evil  may  be  corrected  ? 
In  the  city  of  New  York  it  might  be  remedied  to  a  great  extent  by  carrying 
out  the  sewers  to  the  ends  of  the  piers,  instead  of  permitting  them  to  empty 
into  the  slips,  but  if  permitted  still  to  empty  into  the  slips  they  ought  to  be 
dredged  at  the  expense  of  some  other  than  the  wharf  owner. 

225.  When  a  slip  is  dredged  where  is  the  mud  deposited  ?  Some  of  it 
is  taken  to  Long  Island  for  manure,  but  the  general  practice  is  to  carry  it 
a  short  distance  into  the  river  and  there  deposit  it. 

226.  Will  not  the  mud  thrown  into  the  streams  be  carried  into  adjacent 
slips  by  the  tides?  Yes,  or  form  deposits  in  the  channels  to  the  injury  of 
navigation. 

227.  Do  you  deem  the  present  law  regulating  the  rates  of  wharfage  de- 
fective, and  if  so  in  what  respects  ?  It  has  forbidden  the  owners  of  wharf 
property  to  take  any  sufficient  compensation  for  the  use  of  their  property. 
They  have,  therefore,  done  what  they  could  to  fill  it  up  and  thus  appropri- 
ate it  to  other  purposes  for  which  it  was  wanted,  and  for  which  no  law  f.)r- 
bade  them  taking  a  compensation  governed  by  demand  and  supply. 

228.  Plave  the  wharf  owners  brought  the  subject  before  the  legislature 
for  revision?  They  did  again  and  again,  but  the  interest  of  the  :  tate,  of 
the  country  and  of  the  commerce  of  the  world  was  apparently  against  the 
interests  of  two  hundred  wharf  owners,  and  they  were  always  opposed  and 
defeated  with  contempt  as  wealthy  beg<j^ars  at  the  halls  of  lefjislation.  But 
all  the  before-named  interests  and  individuals  are  now  suffering  the  conse- 
quences of  this  suicidal  policy. 

229.  What  is  the  evidence  of  these  e.Tects  ?  Thousands  of  acres  of  land 
surrounding  the  entire  city  of  New  York,  now  wanted  for  the  accommoda- 
tion of  shipping,  are  irrecoverably  appropriated  for  other  purposes.  The 
inducement  to  owners  to  make  this  appropriation  may  be  thus  si. own.  For 

16 


242 


New  York  Harbor  Commission  Reports. 


example,  a  quantity  of  ground  of  ten  tliousand  square  fee^,  which  are  the 
dimensions  of  half  a  pier,  sufficient  to  moor  a  ship  if  occupied  for  the  pur- 
pose, by  the  kiw  of  1801,  would  produce  lo  the  owner  $1,095  per  annum 
if  occupied  the  year  through,  while  it  could  be  filled  up  for  nothing  and 
sold  for  $80,000,  which  would  produce  to  the  owner,  at  seven  per  cent, 
interest  $5,600,  without  any  cost  for  repairs  or  decay  of  timbers,  as  is  the 
case  if  occupied  with  wharves  or  piers 

230.  The  state  has  made  water  grants  to  individuals  to  erect  docks 
thereon  for  the  public  convenience  and  interests  of  commerce  and  for  no 
other  reasons,  and  in  conjunction  with  or  prior  to  these  grants,  the  state 
has  declared  the  rates  of  toll  or  usance  of  the  wharves  that  may  be  erected 
on  such  grants,  leaving  the  grantee  to  erect  such  wharves  or  not  as  he  may 
deem  proper,  giving  him  the  land  in  j)erpetuity  for  the  purposes  mentioned 
if  he  erect  the  wharf,  or  failing  so  to  do,  the  land  reverting  to  the  state,  on 
what  ground  can  he  demand  more  than  the  rates  of  wharfage  allowed  by 
law,  or  a  fair  remuneration  for  the  sum  invested  in  the  actual  construction 
of  the  wharf,  or  with  what  just  reason  can  he  complain  if  the  state  refuse 
to  increase  such  rates  ?  Because  the  retribution  to  false  principles  of  legis- 
lation has  already  come,  and  the  want  of  wharf  accommodations  now  occa- 
sions an  average  delay  of  vessels  to  discharge,  which  to  take  the  interest 
alone  on  ships  and  cargoes,  is  equal  to  millions  of  dollars,  and  consequently 
our  commerce  is  paying  the  dearest  wdiarfage  in  the  world.  But  all  this 
gives  no  benefit  to  the  wharf  owner  for  he  is  forbidden  to  receive  pay  for 
granting  any  relief,  and  if  he  does  so,  he  does  it  at  his  individual  expense. 
To  derive  some  benefit  the  wharf  owners  have  obtained  the  right  to  fill  up 
their  water  grants  by  legislative  authority.  Legislators  have  been  willing 
to  grant  the  privilege  to  the  ruin  of  the  harbor,  provided  not  a  dollar's 
worth  of  exports  or  imports  was  additionally  taxed.  Pecuniary  interest, 
the  controlling  operative  principle  in  all  such  matters,  and  which  for  man- 
ifest reasons  should  be  retained,  has  induced  the  riparian  owner  to  'Continue 
these  applications. 

231.  Ought  not  you  as  a  wharf  owner  to  be  satisfied  with  a  fair  and 
reasonable  compensation  for  the  capital  you  have  invested  in  wharves? 
That  is  not  the  question ;  first,  because  any  valuation  that  might  now  be 
put  upon  this  property  would  be  based  upon  a  valuation  forced  upon  it  by 
the  law  of  1 801,  which  law  is  unjust,  oppressive,  and  has  practically  wrought 
all  the  mischief  to  our  harbor.  Secondly,  tlie  true  valuation  to  bi  put 
upon  any  property  is  what  it  is  worth  for  the  great  conveniences  and  pur- 
poses of  civilized  life,  the  proportion  of  supply  to  demand  for  plea-ure  or 
amount.  The  two  former  of  these  principles  apply  to  the  valuation  of 
wharf  property  and  to  other  real  estate  in  cities. 

232.  Though  wharves,  like  other  descriptions  of  property  frequently 
change  ownership,  yet  have  not  the  wharf  owners  benefited  greatly  by 
filling  in  the  rivers  from  time  to  time  by  authority  of  the  state  or  of  tlie  city 
of  .New  York?'  That  may  be  so,  but  present  owners  in  many  cases  are  not 
those  who  have  received  any  part  of  this  compensation.  By  the  operation  of 
the  present  law  many  of  the  original  owners  not  being  able  to  retain  their 
property  and  keep  it  in  repair  as  the  corporation  of  New  York  (the  second 
oppressor)  has  a  right  to  demand  of  tlie  owner,  have  been  compelled  to 
abandon  it,  and  the  city  has  thus  acquired  a  large  share  of  it  with  no  ad- 


Neiu  York  Harbor  Commission  Beports.  243 

equate  compenpation  to  the  real  owners.  Wealthy  holders  have  known  the 
real  value  of  this  property,  and  though  it  paid  them  little  or  no  interest, 
yet,  knowing  that  a  day  of  recompense  would  come,  have  chosen  to  p^rt 
with  any  other  property  rather  than  tl  is.  But  besides  all  this  it  may  be 
questioned  whether  under  tlie  past  or  present  constitution  of  this  state,  this 
property  could  be  taken  for  public  use  without  due  compensation  to  the 
owners  :  or  if  past  or  present  ownei-s  have  acquired  some  compensation  by 
filling  up,  that  can  constitute  no  reason  why  if  they  have  a  good  title,  the 
snme  principle  si  ould  not  apply  to  it  that  applies  to  other  property.  For 
instance,  if  I  own  a  piece  of  property  on  Broadway,  Avhich  in  1801  I  bought 
for  $5,000,  and  can  now  take  §50,000  for  it,  there  is  no  reason  wliy  I 
should  be  compelled  to  part  Avith  it  at  that  price,  if  in  my  judgment  I  can 
get  $50,000  more  by  holding  it  the  next  fifty  years.  Again,  no  civilized 
government  ever  practically  questioned  certain  rights  of  upland  or  riparian 
owners,  and  if  the  legislature  had  not  granted  the  right  to  go  forther  into  the 
water,  there  would  have  remained  the  increased  value  to  the  bulkhead  lot 
for  landing  purposes  wherever  that  bulkhead  or  pier  should  be.  As  has 
been  said,  no  government  would  ever  claim  the  right  to  obstruct  ingress  or 
egress  from  the  upland  owner  to  the  use  of  his  water  privilege,  much  less 
grant  a  fee  to  any  one  else  to  do  it.  And  as  for  the  fee  conveyed  under 
the  old  grant  between  high  and  low  water  mark  on  Long  Island,  the  corpo- 
ration, has  never  attempted  control  as  owner  in  fee,  but  have  compelled 
owners  to  buy  otf  that  cloud  upon  their  title.  While  on  the  other  hand  it 
has  been  reasonably  contended  that  all  that  was  meant  by  that  conveyance 
was  to  give  the  right  of  jurisdiction  to  the  corporation  of  New  York  city 
between  high  and  low  water  mark.  The  reasonableness  of  this  inference 
is  based  on  the  fact  that  the  purposes  of  the  grant  are  stated  in  the  instru- 
ment to  be  for  the  execution  of  the  laws  and  for  granting  ferry  facilities  to 
the  immediate  shores  surroundinor  New  York.  Like  the  orrant  to  anv  other 
property  for  a  public  easement  and  highway  when  it  is  no  longer  wanted 
for  such  a  purpose,  the  owner  in  fee  has  a  right  to  assume  absolute  control. 
Besides,  the  present  law  takes  or  p:irtially  takes  the  value  of  this  property 
from  it  without  making  remuneration,  secured  by  the  statute  for  all  property 
taken  from  individuals  for  public  use. 

233.  What  do  you  recommend  as  a  remedy  for  the  evils  you  state  to 
exist  under  the  present  laws  ?  Impose  an  almost  imperceptible  wharfage 
tax  on  merchandise  landed  upon  these  wharves,  a  principle  recognized  by 
every  government  and  every  municipal  corporation  known  to  me  in  the 
world.  Nay,  a  principle  recognized  everywhere  else  in  our  own  state,  ex- 
cept in  this  city,  for  the  absence  of  such  a  restriction  at  Albany  and  Buffalo, 
where  real  estate  is  not  near  so  valuable,  gives  the  owner  many  times  double 
the  compensation  for  his  property,  which  the  law  of  1801  permits  the 
owner  of  the  same  property  to  receive  in  the  city  of  New  York, 

234.  Would  not  such  a  tax  be  vexatious  and  troublesome,  and  cause 
delay  in  the  transit  of  merchandise  on  to  and  from  the  wharves,  and  is 
there  not  danger  of  a  specific  tax  on  every  article  of  merchandise  being 
burdensome  on  commerce,  however  small  the  tax  may  be  ?  No,  for,  as  I 
have  shown,  economy  is  demanded  at  just  the  wrong  point;  hence  the  loss 
of  wharf  privileges  is  now  compelling  the  delay  of  the  commerce  of  the 
world  at  our  wharves ;  and  finally,  as  I  have  shown,  in  its  present  shape 
r  ally  increases  all  the  wharfages. 


244 


New  York  Harbor  Commission  Reports. 


235.  Are  you  in  favor  of  repealing  all  laws  regulating  wharfage  and 
permitting  the  owners  to  charge  such  rates  as  ihey  may  deem  expedient? 
No,  for  if  there  were  no  law  for  a  maximum  rate  of  wharfage,  the  cost  of 
importation  could  not  be  accurately  calculated,  and  there  would  be  endle.^^.s 
confusion  and  injustice  by  restraining  goods,  unless  a  mode  of  collection 
was  established  by  law. 

236.  Wiiat  do  you  regard  as  the  best  form  for  the  imposition  of  a  spe- 
cific wharfage  tax  on  merchandise  ?  There  should  be  three  or  four  classi- 
fications for  merchandise,  say,  by  tons,  by  foot  measurement,  &c.,  and  the 
manifest  of  the  vessel  should  be  evidence  of  quantity,  and  the  vessel  being 
bound  for  the  payment,  the  wharfage  should  be  collected  with  the  freight 
bills. 

237.  If  an  increase  in  the  rates  of  wharfage  be  expedient,  what  is  the 
objection  to  imposing  that  increase  on  the  vessel,  and  would  not  the  effect 
practically  be  the  same  whether  imposed  on  the  vessel  or  cargo?  First, 
because  it  ought  not  to  enter  into  the  freight  calculation,  and  second,  be- 
cause every  party  who  engages  the  use  of  the  wharf  should  directly  pay 
for  it.  Third,  this  would  be  more  than  returned  to  every  one  interested 
by  the  despatch  with  which  his  goods  should  be  called  for  and  delivered, 
and  thus  an  increased  rate  of  wharfage  would  only  be  felt  to  be  an  imme- 
diate and  universal  good,  instead  of  an  increased  burden.  All  parties 
would  then  be  interested  in  passing  merchandise  rapidly  over  the  wharv^es, 
and  thus,  every  foot  of  wharf  accommodation  would  be  made  to  yield 
many  fold  the  facilities  it  now  gives  when  no  one  is  interested  in  the  de- 
spatch, but  rather  to  the  contrary,  except  possibly  a  consignee  who  is  re- 
mote from  the  scene  of  action. 

238.  In  what  manner  would  the  tax  on  goods  secure  increased  despatch 
and  the  other  advantages  you  meation  ?  The  more  goods  that  are  landed 
on  any  wharf,  the  greater  the  wear  and  tear  of  the  wharf  Hence  the 
owner  would  rather  his  wharves  should  be  kept  encumbered  than  not,  and 
the  vessel  which  has  been  so  fortunate  as  to  get  a  dock  berth,  will  never  be 
in  a  hurry  to  accommodate  those  outside  of  her,  since  she  can  lay  at  the 
dock  for  almost  nothing,  having  paid  not  the  wharf  owner  but  the  harbor 
master  for  his  berth.  The  change  proposed  would  immediately  prevent 
fraud,  and  interest  all  parties  in  facilitating  the  passage  of  merchandise 
over  the  wharves  ;  the  tax  on  the  vessel  being  just  enough  now  to  prevent 
the  useless  occupation  of  the  wharf  berth,  provided  she  could  get  posses- 
sion of  it  by  fair  means. 

239.  Have  you  reason  to  believe  that  the  harbor  masters  exact  from 
ship  owners  more  than  the  fees  they  are  entitled  to  by  law  ?  Tiie  owner 
is  willing  to  give,  say,  $200  for  a  dock  berth,  which  will  save  him  five  or 
ten  days  delay.  The  whole  amount  of  wharfage  which  the  law  will  allow 
the  owner  to  receive  is  say  $20  for  the  ten  days,  hence  a  good  margin  for 
the  harbor  master  to  manage  well  for  the  highest  bidder  for  the  berth. 

240.  Is  there  not  a  rotation  of  right  for  the  berth?  This  is  as  much 
respected  as  the  immense  amount  of  shipping  will  apparently  permit. 

241.  Aside  from  the  facilities  to  commerce  which  you  think  would  be 
afforded  by  increased  rates,  are  you  of  opinion  that  the  public  interests 
generally  would  be  subserved  by  such  increase?  This  would  be  but  an 
act  of  justice  irrespective  of  consequences.    This  is  the  only  harbor  in  the 


Neic  York  Harbor  Commission  Reports. 


245 


Union  or  in  tfic  Avorld  where  this  species  of  property  has  been  depressed 
by  unjust  legislation,  and  it  is  working  its  natural  retribution.  The  in- 
justice of  the  state,  which  is  bound  not  only  to  protect  instead  of  robbing 
her  citizens,  n  ay  be  made  more  apparent  by  referring  to  the  partiality  of 
the  law.  In  the  interior  where  real  estate  bears  not  so  high  a  price  as  it 
does  here  (as  well  as  in  all  other  states),  the  wharf  property  produces  to 
the  owner  much  more.  For  instance  at  Albany;  a  vessel  of  1,000  tons 
pays  the  pier  company  at  the  rate  of  $12  50  per  day,  wldle  the  same 
ship  here  would  only  pay  $2  87.  At  Buffalo  the  wharf  owners  are 
free  to  fix  their  own  rates,  usually  receiving  for  a  steamer  of  400  tons 
abiMit  $6  per  day,  and  on  the  cargo  if  landed,  25  to  50  cents  per  ton. 

242.  What  rate  of  wharfage  do  you  deem  sufficient  to  compensate  the 
wharf  owner  to  keep  his  wharves  in  good  order,  and  to  have  them  dredged 
so  that  ships  may  lie  afloat  at  low  water?  They  could  hardly  be  fixed  so 
low  and  yet  be  worth  collecting,  but  that  the  little  wharf  property  now 
remaining  in  this  port  would  not  only  be  made  to  pay  well,  but  to  induce 
owners  to  excavate  where  now  they  have  erected  buildings.  Something 
like  15  or  20  cents  a  ton  would  be  sure  to  secure  all  desirable  results,  pre- 
vent encroachments,  and  stop  the  filling  in  of  any  more  water. 

243.  Would  not  the  imposition  of  such  a  tax  be  a  serious  burden  on 
commerce?  It  must  be  admitted  that  this  has  been  the  only  argument  to 
justify  all  the  consequences  to  which  I  have  alluded ;  and  this  may  be  a 
reason  why  the  wharfage  should  be  as  low  as  at  any  other  port,  but  not  a 
reason  oppposed  to  all  the  above  named  consequences  why  it  should  be  less 
here  than  in  any  other  port  in  our  country  or  in  the  world. 

244.  Have  not  excessive  port  charges  destroyed  or  greatly  injured  the 
commerce  of  some  European  cities  ?  The  only  one  ever  cited  to  this  point 
is  that  of  Bristol  England.  I  have  carefully  inquired  into  the  decay  of 
the  commerce  of  that  port  and  find  it  to  be  the  local  advantage  of  Liver- 
pool and  the  abolition  of  the  slave  trade,  by  which  Bristol  was  once 
supported. 

245.  Would  it  be  expedient  to  construct  wet  basins  for  the  accommoda- 
tion of  vessels?  Certainly,  but  so  limited  is  now  the  supply  of  water 
front  that  piers  and  narrow  slips  will  afford  the  greatest  amount  of  landing 
facilities. 

24G.  Would  it  not  be  well  to  cover  the  piers  to  protect  merdiandise 
landed  on  them?  Some  of  them  should  be,  especially  such  as  are  designed 
for  the  use  of  canal  boats  whose  upper  rigging  would  not  interfere  vvith  a 
roof.  But  here,  unless  the  law  were  altered  as  I  have  before  indicated, 
obstructions  might  be  increased,  for  it  should  never  be  the  design  with  our 
present  limite  I  amount  of  accommodation  to  have  goods  remain  on  the 
docks  for  any  length  of  time  beyond  a  necessity. 

247.  Is  it  expedient  that  the  piers  be  built  of  stone  so  as  to  admit  of 
warehouses  being  erected  on  them?  By  no  means:  1st,  because  stone 
foundations  would  fatally  obstruct  the  currents ;  2d,  the  piers  are  now 
and  must  remain  so  narrow  that  storehouses  could  not  be  built  on  them; 
3d.  they  would  cost  a  ruinous  amount  of  money  ;  and  4th,  vessels  do  not 
lie  so  easily  at  stone  as  at  wood  piers.  Far  up  town  and  in  Brooklyn  such 
structures  might  be  the  result  of  a  judicious  law. 

248.  Would  it  be  proper  to  construct  wet  basins  in  the  upper  parts  of 


246 


New  York  Harbor  Commission  Beports. 


the  city  and  in  Brooklyn  "?  The  laws  of  water  currents,  crldies,  deposits, 
&c.,  are  so  hidden  as  to  be  almost,  if  not  quite  beyond  the  reach  of  science, 
and  except  in  very  few  instances  there  should  not  be  another  obstruction  to 
the  natural  currents  of  these  rivers.  Excavation  may  be  freely  admitted, 
but  any  mode  of  filling  up  is  dangerous. 

249.  Can  you  suggest  any  mode  for  preventing  the  filling  of  slips  from 
the  wash  of  sewers They  should  all  be  carefully  stopped  by  a  5>ieve  at 
their  issue  into  the  water  and  taken  up  by  dredges  and  carried  away  for 
manure  and  not  be  again  discharged  into  the  tide  waters. 

250.  Is  the  practice  of  letting  piers  for  the  exclusive  use  of  individual 
merchants  and  private  companies  salutary,  or  injurious  to  commerce'? 
Injurious  ;  it  greatly  adds  to  the  confusion,  injustice,  and  corruption,  that 
attend  the  whole  wharfage  system. 

251.  By  the  provisions  of  the  wharfage  act,  piers  belonging  to  individ- 
uals may  be  used  by  any  vessels  on  the  payment  of  the  legal  whaifage 
rates,  while  the  corporation  have  the  power  to  lease  theirs  for  exclusive 
use;  in  what  respect  is  this  privilege  injurious  to  the  private  ow' ner  ?  It 
will  not  allow  the  owner  to  take  one  eighth  part  of  what  individuals 
would  be  willing  to  give  for  it,  if  they  could  get  exclusive  control  of  his 
wharf. 

252.  Why  beyond  the  certainty  of  obtaining  the  same  berth  on  every 
return  to  the  port,  is  it  advantageous  to  a  vessel  or  line  of  vessels  to  have 
the  exclusive  occupation  of  a  pier  ?  Because  they  who  own  line  ships 
cannot  wait  ten  or  fifteen  days  for  a  berth  as  others  have  often  to  do,  and 
they  can  buy  off  the  state  harbor  masters  and  allow  their  particular  ships 
to  come  directly  to  the  wharf.  Again  they  can  pay  a  premium  over  the 
regular  rate  of  wharfage  which  makes  it  a  great  object  for  parties  of  suf- 
fi^cient  wealth  and  influence  to  get  both  the  harbor  master  and  the  corpora- 
tion of  New  York  to  relinquish  the  control  of  the  property  for  private  oc- 
cupation and  reletting  at  such  rates  as  vessels  are  willing  to  pay. 

253.  Inasmuch  as  the  corporation  have  the  right  to  grant  permission  to 
private  owners  to  let  their  wharves  for  exclusive  use,  why  do  they  not  apply 
in  all  cases  for  this  privilege?  It  is  extremely  ditficult  to  get  this  privilege 
or  they  would  do  so.  If  the  wharf  owners  would  be  unwilling  to  take  un- 
lawful prices  for  wharfage  they  might  feel  no  hesitation  in  letting  their 
property  to  those  who  would  take  it  if  permitted,  for  it  now  comes  to  that 
by  an  indirect  issue. 

254.  Are  many  of  the  wharves  let  for  exclusive  use  ?  I  have  said  in- 
dividuals cannot  often  obtain  the  privilege.  But  in  the  way  before  described 
the  corporation  of  New  York  has  become  possessed  of  a  large  share  of  this 
property,  all  of  which  they  rent  in  this  way,  to  the  immense  detriment  of 
commerce. 

255.  What  is  the  specific  injury  to  commerce  resulting  from  tliis  prac- 
tice %  By  appropriating  large  slips  and  basins  to  individual  use,  to  such 
men  as  will  be  willing  to  accept  the  largest  wharfage  they  can  collect,  how- 
ever unlawful. 

256.  Have  the  harbor  masters  any  right  by  law  to  place  vessels  at  piers 
so  leased  for  exclusive  use  ?  No.  By  an  act  of  the  legislature  which  the 
corporation  procured,  the  corporation  have  the  right  to  take  their  property 
from  the  control  of  the  harbor  masters  and  thus  appropriate  it  for  individual 


New  York  Harbor  Commisbion  Reports. 


247 


use.  Any  part  of  the  city  is  liable  to  have  its  trade  entirely  revolutionized 
by  this  cliange  of  owners  owing  to  the  c upiflity  and  corruption  of  the  lessee. 

257.  Does  the  corporation  receive  a  large  income  on  this  wharf  property 
by  thus  letting  it?  No;  honest  men  will  not  have  it  because  tliey  cannot 
collect  more  than  the  legal  rates  of  wharfage.  It  is  let,  therefore,  to  other 
bidders. 

258.  What  rate  of  interest  on  the  sum  invested  does  the  wharf  property 
pay  to  the  corporation  ?  About  three  and  a  half  per  cent.  They  have, 
however,  obtained  large  legislative  grants  for  the  repairs  of  the  ])roperty, 
thus  greatly  draining  the  state  treasury  to  support  this  property  under  the 
oppression  of  the  law  of  1801. 

259.  Are  you  of  opinion  that  the  right  to  grant  exclusive  use  ought  to 
be  repealed  ?  There  can  be  no  greater  outrages  upon  public  and  private 
rights  than  are  practised  under  these  exclusive  grants.  To  detail  them 
would  be  to  write  a  history  of  the  most  loathsome  fraud,  disgraceful  alike 
lo  the  state,  the  city,  and  the  community. 

260.  Would  the  alleged  evils  of  letting  for  exclusive  use,  practised  by 
the  corporation  in  respect  to  their  piers,  be  lessened  by  requiring  vessels  of 
smaller  classes  to  load  and  discharge  their  cargoes  in  the  upper  parts  of  the 
city?  No;  but  this  would  do  much  to  aggravate  rather  than  diminish 
present  evils.  At  a  price,  a  vessel  may  now  find  its  way  to  the  docks  and 
every  few  years  a  change  of  owners  may  give  the  merchants  in  a  neighbor- 
hood some  chance  of  perpetuating  their  trade.  But  were  those  who  have 
bought  stores  in  a  given  locality  for  a  particular  trade,  compelled  to  sell 
them  because  of  the  removal  of  the  trade  to  other  and  perhaps  remote  parts 
of  the  city,  they  would  have  to  sell  them  at  great  disadvantage,  and  such 
a  forced  transfer  of  any  branch  of  business  would  be  disastrous  to  many  in- 
terests which  have  remained  stationary  for  a  century. 

261.  What  do  you  suggest  as  a  substitute  for  the  practice  of  Jetting  for 
exclusive  use?  A  repeal  of  the  law  granting  this  privilege  to  the  private 
owner,  subjecting  all  the  wharves  to  a  judicious  and  impartial  law  calcu- 
lated to  facilitate  the  exchange  and  delivery  of  merchandise  upon  the  giv- 
ing to  established  lines  of  vessels  only  a  priority  of  berths.  After  the  ves- 
sel in  actual  possession  has  had  sutiicient  time  to  deliver  and  receive  her 
cargo,  which  should  be  judged  of  by  the  owner  of  the  wharf  and  the  agent 
of  the  discharging  vessel,  or  by  a  state  harbor  master,  if  one  is  to  be  retained 
under  any  new  law  that  may  be  enacted. 

262.  If  tkie  rates  of  wharfage  were  materially  increased  is  there  not 
reason  to  apprehend  that  a  portion  of  the  commerce  of  New  York  and 
Brooklyn  Avould  be  driven  to  adjacent  ports  out  of  this  state?  Tiie  most 
extravagant  wharfages  of  Boston,  Charleston,  and  other  places,  have  not  had 
this  effect  to  any  extent,  and  it  is  still  less  probable  that  this  could  be  the 
effect  Avhere  the  port  is  not  in  the  same  state.  If  anything  could  produce 
this  effect,  it  would  be  the  present  inconvenience  for  want  of  berths,  but 
even  this  does  not  produce  it,  and  therefore  such  could  not  be  the  c(fect  of 
such  an  increase  of  wharfages.  Possibly  some  steamers  requiring  much 
room  and  whose  cargo  should  consist  of  such  valuable  packages  of  goods  as 
that  the  expense  of  transportation  by  ferry  boats  would  not  be  felt  to  be  any 
inconvenience  or  burden,  may  land  in  Jersey  City,  but  it  will  be  want  of 
room  and  not  a  wharfage  law  that  will  produce  any  such  effect.    Could  the 


248  New  York  Harbor  Commission  Reports. 


Cunard  steamers  have  found  wharf  accommoflations  in  New  York  no  law 
for  the  increase  of  wharfage  would  have  ever  sent  theiu  to  Jersey  city.  If 
this  result  therefore  is  to  be  avoided  such  a  law  should  be  passed  as  will 
give  the  greatest  amount  of  landing  facilities  in  New  York. 

263.  Plave  you  reason  to  believe  that  the  prices  of  freight  at  the  port 
of  New  York  are  enhanced  by  the  absence  of  suitable  port  regulations  and 
the  inconvenience  attending  the  receipt  and  delivery  of  goods  on  our 
wharves'?  Yes;  it  is  one  of  the  first  reasons  given  for  the  increase  of 
freight,  and  objections  to  coming  to  this  port,  and  has  already  done  much 
to  injure  our  trade  and  benefit  the  trade  of  oilier  cities,  where  the  wharfage 
is  four-fold  what  it  is  here.  Many  vessels  have  abandoned  the  coasting 
trade  to  New  York  for  want  of  suitable  wharf  accommodations,  and  this 
is  to  limit  and  circumscribe  our  trade  to  its  present  maximum.  This  want 
of  accommodation  and  the  disgusting  lawlessness  upon  our  wharves  would 
have  produced  most  disastrous  consequences  upon  our  commerce  but  for 
the  local  advantages  of  the  port  which  cannot  be  ruined  by  anything  else 
but  a  bad  management  of  our  wharfage  interests. 

264.  What  do  you  suppose  to  be  the  average  number  of  vessels  waiting 
at  this  port  for  berths'?  Of  the  larger  class  not  including  sloops  and  small 
craft,  at  least  300,  on  which,  estimating  the  loss  from  inability  to  load  or 
discharge  at  $30  per  day,  will  be  in  the  aggregate  $9,000  per  day,  or 
$2,700,000  a  year,  of  300  working  daya-  But  the  interest  on  the  cargoes  of 
the  same  vessels  would  amount  to  many  times  that  sum  besides  many  other 
losses  growing;  out  of  such  detention. 

265.  Must  not  excessive  wharf  charges  inevitably  have  an  injurious  in- 
fluence on  commerce  ?  They  undoubtedly  would.  From  my  own  busi- 
ness I  know  they  have  on  the  commerce  of  Boston.  Thus  I  purcliase 
large  quantities  of  fish  at  ports  contiguous  to  Boston  rather  than  at  Boston, 
in  order  to  escape  the  onerous  vvharf  charges  at  that  port. 

266.  Have  you  reason  to  believe  that  other  merchants  pursue  tho  same 
practice  from  the  same  motives  ?    I  have. 

267.  So  far  then  the  wharfage  charges  of  Boston  are  injurious  to  that 
branch  of  business  in  which  you  are  engaged  ?    They  are. 

268.  Are  the  wharf  charges  on  other  descriptions  of  merchandise  in 
Boston  equally  onerous  '?    They  are. 

269.  Then  the  wharf  charges  in  Boston  have  an  injurious  influence  on 
its  commerce  ?    They  have. 

John  McCormick,  being  examined,  says  he  is  the  secretary  of  the  Atlan- 
tic Dock  Company. 

270.  How  long  have  you  been  secretary  of  that  company  ?  I  have 
been  secretary  and  in  their  employment  twelve  years. 

271.  Do  your  duties  give  you  a  general  knowledge  of  the  subject  of 
wharves  and  their  regulations  ?    They  do. 

272.  Are  the  present  rates  of  wharfage  in  your  opinion  adequate  for  the 
umount  of  capital  invested  in  them '?    They  are  not. 

273.  How  much  ought  they  to  be  to  make  them  fairly  reinnnerative? 
I  submit  the  following  statement  as  embodying  in  my  opinion  a  tair  com- 
pensation, giving  neither  too  much  to  the  wharf  owner  nor  being  burden- 
some to  the  merchant  or  slip  owner. 


New  York  Harbor  Commission  Reports.  249 


Present  and  Proposed  Rates  of  Wharfage. 


Present 

ij 

Per 
cent. 

Present 

p 

I. 

Per 
cent. 

ronnage. 

rate  per 
day. 

si 
o  2 

Increase 

Tonnage. 

rate  per 
day. 

Increase 



Under  100. 

62  s 

1  00 

37i 

60 

800  to 

900, 

2  62^ 

3  60 

975 



37 

100  to 

150. 

75 

1  20 

45 

60 

900  " 

1,000, 

2  87^ 

3  80 

92  i 

32 

150 

200. 

87^ 

1  40 

52^ 

60 

1,000  " 

1,100, 

3  12^ 

4  00 

87^ 

28 

200  " 

250. 

1  00 

1  60 

60 

60 

1,100  " 

1,200, 

3  37i 

4  20 

82^ 

24 

250  " 

300 

1  12^ 

1  80 

67  i 

60 

1,200 

1.300, 

3  62^ 

4  40 

77^ 

21 

300  " 

350. 

1  25 

2  00 

75' 

60 

il,300  " 

1,400, 

3  87i 

4  12^ 

4  60 

72  i 

18 

350  " 

400. 

1  37i 

2  20 

82i 

60 

1,400 

1,500, 

4  80 

67^ 

16 

400  " 

450 

1  50 

2  40 

90 

60 

1,500  ' 

1,600, 

4  2,1k 

5  00 

62  i 

14 

450  " 

500. 

1  62^ 

2  50 

97^ 

60 

1,600  ' 

1,700, 

4  62^ 

5  20 

571 

12 

500  " 

550 

1  75 

2  80 

1  05 

60 

1,700  " 

1,800, 

4  87^ 

5  40 

52^ 

10 

550  " 

600 

1  87^ 

3  00 

1  121 

60 

1,800  " 

1,900, 

5  m 

5  37^ 

5  60 

471 

9 

600  " 

700. 

2  12  i 

3  20 

1  07i 

50 

1,900  ' 

2.000, 

5  80 

42^ 

8 

700  " 

800, 

2  Zlh 

3  40 

1  02^ 

.3 

2,000  ' 

1 

2,100, 

5  62^ 

6  00 

37^ 

6 

Vessels  lying  outside  of  another  two  thirls  above  rates ;  vessels  with 
"guards"  one  third  of  above  rates  additional.  Increase  from  one  liundred 
to  six  hundred  tons,  sixty  per  cent.  ;  increase  from  six  hundred  to  two  thou- 
sand tons  inclusive,  average,  twenty-two  per  cent. 

In  the  foregoing  schedule  of  increased  rates,  the  greatest  ratio  of  increase 
is  on  ve.ssels  under  six  hundred  tons,  which  under  the  existing  rates  pay 
leas  than  they  proportionately  should,  viz.  : 

At  the  present  rate  a  canal  boat  or  coal  barge  carrying  one  hundred  tons 
pays  62^  cents  per  day.  A  ship  of  one  thousand  tons  pays  $3  per  day, 
when  four  canal  or  coal  boats,  two  at  the  dock  and  two  outside,  will  pay 
but  §1  87  per  day,  and  occupy  as  much  space  at  the  dock  as  the  one  thou- 
sand-ton ship. 

In  the  proposed  rates  the  former  M'ould  pay  $3  33^  while  the  latter  would 
pay  S3  80,  being  a  slight  difference  in  favor  of  the  le.-s  valuable  vessel. 

At  the  present  rate  a  two-thousand-ton  ship  will  pay  $5  50.  while  six 
canal  or  coal  boats,  three  at  the  dock  and  three  outside,  pay  $2  81^  per  day, 
occupying  as  much  room  as  the  two-thou.«and-ton  ship. 

In  the  prop  sed  rates  the  former  would  pay  $6  while  the  latter  would 
pay  $5,  discriminating  as  before. 

When  the  existing  rates  of  wharfage  were  established  "  five-hundred-ton 
ships"  did  not  come  to  this  port  as  fiequent  as  "  two-thousand-ton  ships" 
do-now,  hence  the  accommodation  required  then  was  for  small  craft  of  a 
light  draught  of  water,  which  did  not  cost  much  to  furnish.*  Ships  drawing 
twenty  feet  of  water  are  quite  common  at  the  present  time,  requiring  for 
their  accommodation  heavy  docks  of  an  expensive  character  which  are 


*  A  solid  pier  100  feet  long,  20  feet  hi<:h,  20  feet  top,  -with  bulkhead  winy:s  of  30  feet  each, 
made  for  the  accoirimodation  cf  vessels  of  100  tons,  will  cost  to  build  $2,500;  and  if  used  300 
daj'S  in  the  year  by  four  100-ton  vessels  its  full  capacity,  two  at  the  dock  and  two  out.«ide,  it 
will  prnduca  a  revenue  at  existini;  rates  of  22V  per  cen't.  A  solid  pier  200  feet  lornr,  25  feet 
high,  30  feet  tcp,  with  bulkhead  wiii^s  40  feet  each,  made  for  the  accommodation  of  vessels 
of ^1,000  tons,  will  cost  to  build  $10,000  ;  and  if  used  300  days  in  the  year  l)y  eight  100-ton 
vessels,  four  at  the  dock  and  four  outside,  will  produce  at  the'present  rates  11^  per  cent,  on  its 
cost. 


250  N&w  York  Harbor  Commission  Reports. 


liable  to  be,  and  are  used  by  the  small  craft  frequenting  the  port,  and  in 
making  an  increase  of  wharfage  rates,  the  fact  that  heavy  and  costly  docks 
are  used  by  all  classes  of  vessels  should  be  kept  in  view,  and  that  those  of  a 
light  draught  of  water  should  not  be  exempt  fi  oiu  paying  their  pi  opoi  tion  of 
the  cost  of  C()'  i<Tncting  heavy  docks,  which,  by  the  nature  of  the  business 
at  this  port  and  the  position  of  its  shores,  has  become  compulsory  on  shore 
and  wharf  owners. 

274.  What  is  the  area  of  the  Atlantic  dock?  40.86  acres. 

275.  What  is  the  depth  of  water?  It  is  intended  to  be  from  sixteen  to 
twenty  and  twenty-five  feet  at  low  water. 

276.  What  is  the  estimated  cost  when  it  shall  have  been  completed  ?  I 
cannot  tell  without  examination  of  the  company's  accounts  running  through 
several  years. 

277.  Wliat  will  be  the  capacity  for  the  accommodation  of  vessels  when 
the  dock  will  be  completed?  About  one  hundred  and  sixty  vessels  of  one 
thousand  iv^^o  hundred  tons  each,  or  about  two  hundred  thousand  tons  ;  this 
includes  the  capacity  of  the  dock  on  the  outside  as  well  as  inside. 

278.  What  is  the  maximum  tonnage  you  have  had  in  the  dock  at  one 
time  ?    About  thirty-five  to  forty  thousand  tons. 

279.  Which  in  your  opinion  is  the  preferable  mode  of  levying  a  wharf- 
age tax,  on  the  vessel  or  cargo?  Directly  upon  the  vessel.  I  am  of  opinion 
that  a  tax  upon  goods  would  be  impracticable  in  view  of  the  habits  of  busi- 
ness men  at  this  port.  Such  a  tax  would  be  odious  to  every  one  engaged 
in  business,  and  it  would  be  as  troublesome  to  collect  as  the  tax  would  be 
worth.  In  Boston  or  Philadelphia,  or  where  the  commerce  is  limited,  such 
a  tax  may  be  expedient,  but  in  this  city,  I  am  of  opinion  that  no  measure 
could  be  adopted  which  would  have  a  worse  effect  on  business  than  a  direct 
or  specific  tax  upon  every  box  or  bale  of  merchandise.  It  has  always  been 
the  wise  policy  of  New  York  to  attract  here  commerce  by  freeing  it  from 
every  charge  that  is  practicable.  When  the  wharfage  is  levied  on  tli  2  ship, 
then  the  pro-rata  tax  on  the  merchandise  it  contains,  is  so  small  as  to  be 
inappreciable,  but  if  it  be  levied  on  each  package  of  goods,  it  becomes  an 
element  in  determining  their  destiny  ;  thus  an  owner  of  fiour  at  Erie  may 
be  deterred  from  sending  his  flour  to  New  York,  if  he  will  have  to  pay  a 
few  cents  a  barrel  on  every  barrel  when  it  is  landed  there  on  the  wharf, 
and  if  that  flour  be  intended  for  export  from  another  wharf  under  the  sys- 
tem referred  to,  it  would  be  again  subjected  in  a  few  hours  to  a  repetition 
of  the  tax. 

280.  Is  the  mode  of  collecting  wharfage  defective  under  the  present  law? 
It  is.  By  the  present  law,  wharfage  can  only  be  collected  if  the  consignee 
of  the  vessel  refuse  to  pay,  by  prosecuting  a  suit  at  law  to  judgment,  in 
the  mean  time  the  vessel  having  left,  or  by  libelling  the  vessel  if  tiie  wharfage 
be  over  $50. 

281.  What  remedy  would  you  suggest?  A  summary  process  by  which 
the  wharf  owner  can  obtain  his  wharfage  before  the  vessel  leaves  the 
dock. 

282.  Is  the  wharfage  inadequate  on  all  descriptions  of  vessels  or  only  on 
one  or  more  clas^-^es  ?  On  all  vessels,  particularly  under  600  tons.  For 
instance,  coal  barges  we  desire  never  to  see  at  our'docks  ;  they  will  pay  62 
to  75  cents  per  day  wharfage,  and  injure  the  wharf  several  times  that 
amount. 


New  York  Harhor  Commission  Reports. 


251 


283.  How  is  the  injury  effected  ?  In  the  first  place  hy  the  use  of  horse 
power  to  discharge  their  cargoes,  and  thus  rapidly  wearing  away  tlie  floor- 
ing.   Again,  by  the  employment  of  120  carts  to  carry  away  the  coal. 

284.  But  does  not  a  vessel  of  1,200  tons  require  a  proportionate  num- 
ber of  carts  to  carry  away  her  cargo?  It  does,  but  she  pays  a  mucli  larger 
proportionate  wharfage. 

285.  Are  there  other  defects  in  the  wharfage  law?  There  are.  There 
is  no  provision  for  the  removal  of  a  vessel  sunk  at  a  dock  ;  if  she  be  aban- 
doned by  the  owner  to  the  underwriter,  neither  will  remove  her,  and  the 
wharf  owner  is  compelled  to  remove  her  at  his  own  expense  or  lose  the  use 
of  his  wharf,  for  neither  the  owner  nor  underwriter  will  pay  wharfage.  If 
the  wharf  owner  remove  the  sunken  vessel,  he  is  liable  to  a  suit  for  dama- 
ges. We  have  often  had  to  pump  canal  boats  at  our  own  expense  to  keep 
them  from  sinking,  the  owner  and  crew  being  absent. 

286.  Do  you  know  if  steamboats  throw  their  cinders  into  the  docks  or 
stream  of  the  river  ?  It  is  the  general  and  uniform  practice  of  all  steam- 
boats to  throw  their  cinders  into  the  rivers. 

John  McCormick. 


(Extract  from  Letter. ) 

Boston,  May  5,  1856. 
Gentlemen  :  Learning  that  you  are  engaged  in  matters  concerning  the 
harbor  and  wharves  of  New  York,  I  take  the  liberty  of  enclosing  to  you  an 
account  current  of  the  east  side  of  pier  No.  8,  East  river,  which  is  owned 
by  our  family,  the  other  side  belonging  to  the  city. 

Stephen  Decatur,  U.  S.  Navy, 


Account  Current  of  the  East  Side  of  Pier  No.  8,  East  Rivevj  from  June,  1839,  to 

January  7,  1850. 

East  side  cff  Pier  No.  8,  East  river  : — 


De. 

1839.  Repairs  on  old  pier. 
Extending  pier  138 . 


1840.  Repairs  on  old  pier . . 
Cleaning  and  deep- 
ening   


$48  33 
3,500  00 

83,548  33 

S117  35 
743  00 
$860  35 


1841.  Taxes  for  1839  and 
1840   


1842.  Taxes  for  1841 
Repairs  


$64  88 


845  37 
25  89 


$71  26 


Db. 

1843.  Taxes  for  1842 
Repairs  


1844.  Taxes  for  1843 
Repairs  


1845.  Six  months  account 

missing  

1846.  Taxes  for  1845   

Repairs  


$69  15 
290  95 


$360  10 


847  52 
1  50 

S49  02 


858  24 
91  42 


$149  66 


252  New  York  Harbor  Commission  Reports, 


De. 

1847.  Taxes  for  1846    $58  37 

Repairs   65  67 

Cleaning   546  50 

1670  54 

1848.  Taxes  for  1847    168  48 

do.        1848    65  00 

$133  48 

1849.  Taxes   $75  92 

Repairs  and  cleaning.       16  00 


$91  92 


1850.  Rebuilding  pier  . 
Cleaning  , 


$3,293  99 
1  50 

$3,295  49 


Db. 

Amount  of  expenses  of  east 
side  of  pier  No.  8,  from 
June,  1839,  to  Nov.,  1850,  $9,395  03 


Ck. 

1839.  Six  months  wharfage,  $379  10 

1840.  Wharfage   948  44 

1841.  Wharfage   1,172  84 

1842.  Wharfage   1,238  22 

1843.  Wharfage   1,132  32 

1844.  Wharfage   1,181  05 

1845.  Wharfage  to  July. ...  474  68 
Six  months  account  missing. 

1846.  Wharfage   1,175  18 

1847.  Wharfage   1,220  52 

1848.  Wharfage   1,339  94 

1849.  Wharfage   1,224  78 

1850.  Wharfage   962  89 

Amount  income  $12,449  96 

Less  expenses   9,395  03 

Net  income   $3,054  93 

Or  per  year   $277  72 


Lawrence  Turnure,  being  examined,  says  he  is  a  member  of  the  firm  of 
Moses  Taylor  &  Co.,  merchants  in  the  city  of  New  York. 

287.  Are  you  a  wharf  owner  ?    T  am  not. 

288.  Are  you  of  opinion  that  the  present  rates  of  wharfage  afford  suffi- 
cient compensation  for  the  capital  invested  in  their  actual  construction  ? 
I  think  they  do  not. 

289.  What  further  increase  would  you  deem  equitable?  I  have  not 
given  the  subject  such  consideration  as  to  form  a  definite  opinion,  but  if 
they  were  double  the  present  rates,  with  the  facilities  now  afforded,  they 
would  net  be  too  much. 

290.  Would  such  an  increase  be  burdensome  to  commerce?  I  think 
not. 

291.  In  what  form  ought  the  wharfage  tax  to  be  imposed,  on  the  vessel 
or  cargo?  I  think  it  would  be  the  most  equitable  mode  to  impose  it  on 
the  cargo. 

292.  By  a  specific  tax  on  each  bale  or  package  of  merchandise?  Yes. 

293.  Would  there  not  be  danger  of  driving  a  portion  of  the  commerce 
of  New  York  to  adjacent  ports  ?    I  think  not. 

294.  What  is  the  general  condition  of  the  wharves  as  to  cleanliness  ? 
They  are  exceedingly  filthy. 

295.  Are  they  so  much  so  as  to  injure  merchandise  ?   In  some  instances. 

296.  What  is  the  effect  of  the  practice  of  letting  piers  for  exclusive  use 
on  the  commerce  of  the  port?  It  has  a  very  unfavorable  influence,  inas- 
much as  it  gives  to  favored  individual  merchants,  rights  and  privileges  which 
the  merchants  generally  do  not  possess,  thus  our  vessels  coming  into  port 
have  to  seek  berths  far  distant  from  the  seat  of  business,  while  vessels  con- 


New  York  Harhor  Commission  Reports.  253 


signed  to  merchants  having  the  exclusive  use  of  piers  coming  in  the  same 
time  with  ours  are  accommodated  with  berths  in  the  centre  of  business,  our 
cargoes  by  this  disadvantage  are  subject  to  greatly  increased  expenses  of 
cartage  and  other  items  from  this  cause. 

297.  How  long  ought  merchandise  to  be  permitted  to  remain  on  the 
wharves'?    Not  over  forty-eight  hours. 

298.  Is  it  necessary  that  this  period  of  time  should  be  allowed  on  all 
descriptions  of  merchandise  ?  No;  only  on  tobacco,  sugars,  molasses,  cot- 
ton, &c. 

299.  Why  is  it  necessary  that  these  articles  should  remain  so  long?  In 
order  to  comply  with  U-  S.  revenue  laws,  in  respect  to  weighing,  gauging, 
&c  ,  and  for  the  purpose  of  examination  prior  to  sale. 

300.  If  suitable  warehouses  were  erected  adjacent  to  the  wharves  where 
these  articles  are  landed  might  they  not  be  moved  earlier  ?  I  think  not, 
because  the  time  is  requisite  to  comply  with  the  revenue  laws,  which  re- 
quire that  merchandise  shall  be  weighed  jmd  gauged  before  leaving  the 
wharf. 

301 .  Does  not  the  practice  of  leaving  sugars  and  molasses  on  the  wharves 
for  this  period  of  time  form  a  serious  hinderance  to  the  discharge  of  vessels  ? 
It  probably  does  impede  business  to  some  extent,  but  it  is  inevitable. 

302.  In  view  of  this  necessity  what  do  you  deem  a  fair  wharfage  tax  on 
sugar  and  molasses,  provided  they  remain  on  the  wharf  forty-eight  hours? 
Ten  cents  per  hogshead,  provided  the  property  is  carefully  protected  fro.n 
theft  and  the  weather  by  the  wharf  owner.  The  Brooklyn  wliarf  owners 
now  charge  one  shilling  per  hogshead. 

303.  Are  the  wharves  of  sufficient  dimensions  for  the  lading  and  dis- 
charge of  sugars  and  molasses  ?    They  are  not. 

304.  What  do  you  deem  the  proper  width  for  these  purposes?  At  least 
fifty  feet 

305.  You  state  that  the  Brooklyn  wharf  owners  charge  one  shilling  per 
hogshead  wharfage  ;  by  what  authority  is  this  charge  made?  They  charge 
it  because  the  owners  of  sugars  are  willing  to  pay  it  on  account  of  the  safety 
of  their  property  when  landed  on  those  piers. 

306.  Is  property  not  so  safe  when  landed  on  the  New  York  wharves? 
It  is  not,  because  the  New  York  wharf  owners  take  no  interest  in  the  wel- 
fare of  the  property  landed,  while  the  Brooklyn  wharf  owners  provide  a 
private  watch  for  property  landed  and  protection  from  the  weather. 

307.  How  is  property  protected  from  the  weather  on  those  wharves? 
By  tarpaulins. 

308.  Is  it  expedient  that  the  wharves  be  covered  with  roofs  ?   I  think  not. 

Law.  TuiiNUKE. 

New  York,  June  11,  1856. 

Clinton  Hunter,  being  examined,  says  that  he  has  charge  of  the  freight 
books  of  the  firm  of  SpofFord,  Tileston  &  Co. 

309.  Can  you  state  the  number  of  packages  that  are  usually  received  by 
one  or  more  vessels  belonging  to  that  firm  ?  By  reference  to  the  manifests 
of  the  steamer  Marion  trading  between  this  city  and  Charleston,  I  see  that 
on  the  voyage  I  examined,  she  brought  thirteen  hundred  packages. 

310.  How  many  assignees  were  there  of  those  packages  ?    Four  hundred. 


254 


New  York  Harhor  Commission  Reports. 


311.  How  many  packages  were  shipped  on  her  return  trip  ?  Twelve 
hundred  and  eight. 

312.  How  many  shippers  were  there?  Fifty-six. 

313.  Does  the  manifest  you  have  examined  exhibit  the  number  of  pack- 
ages usually  received  and  shipped  by  the  vessel  ?    It  does. 

314.  What  period  of  time  usually  elapses  between  the  arrival  and  de- 
parture of  the  Marion?  She  usually  arrives  on  Tuesday  and  departs  on 
Saturday  of  the  same  week. 

315.  What  is  the  tonnage  of  the  Marion?    Eleven  hundred  tons. 

3 1 6.  What  is  the  present  legal  rate  of  wharfage  on  a  vessel  of  that  ton- 
nage ?    ^|3  25  per  day. 

317.  Can  you  refer  to  the  manifest  of  a  vessel  trading  to  a  European 
port,  and  ascertain  the  number  of  packages  usually  received  by  her?  I 
have  examined  the  manifest  of  the  Henry  Clay,  trading  between  this  port 
and  Liverpool,  and  I  find  that  vessel  brought  eight  thousand  one  hundred 
and  seventy  packages,  to  one  hundred  and  twenty  consignees,  and  that  in 
the  return  voyage  to  Liverpool  there  were  shipped  five  thousand  eight  hun- 
dred and  seventy  packages  by  twenty-three  shippers. 

318.  What  is  the  tonnage  of  the  Henry  Clay  ?    Twelve  hundred  tons. 

319.  What  was  the  cargo  of  the  Henry  Clay  on  the  voyage  you  have 
referred  to?  The  cargo  to  this  port  consisted  of  dry  goods,  iron  and  coal. 
I  have  computed  the  tons  of  coal  as  packages,  and  the  iron,  much  of  which 
was  in  bundles,  as  each  bundle  formed  a  package. 

320.  Of  what  did  the  outward  cargo  consist  ?  Of  flour,  naval  stores,  and 
cotton,  contained  in  barrels  and  bales,  each  of  which  I  have  called  a  package. 

321.  How  long  was  the  Henry  Clay  in  port?    About  four  weeks. 

Clinton  Hunter. 

New  York,  June  6,  1856. 

Henry  L.  Pierson,  being  examined,  says  he  is  of  the  firm  of  Pierson 
&  Co.,  importers  of  iron. 

322.  How  long  has  your  firm  been  engaged  in  importing  iron?  Nearly 
sixty  years. 

323.  About  what  amount  of  iron  is  annually  laid  on  the  wharves  of  New 
York  on  your  account  ?    From  six  to  seven  thousand  tons. 

324.  What  amount  is  reshipped  by  you  ?  The  greater  portion  of  that 
which  we  receive. 

325.  Would  the  imposition  of  a  wharfage  tax  on  each  ton  of  iron  re- 
ceived or  shipped,  have  an  injurious  influence  on  the  branch  of  commerce 
in  wliich  you  are  engaged?    I  think  it  would. 

32G.  What  are  the  grounds  of  this  opinion?  The  imposition  of  every 
specific  tax  is  felt  as  a  burden  on  commerce,  however  inconsiderable  may 
be  the  sum,  and  I  am  satisfied  that  a  purchaser  would  rather  pay  thirty 
cents  per  ton  in  the  price  of  his  iron  than  ten  cents  per  ton  as  a  wharfage 
tax.  I  know  of  my  own  knowledge,  that  the  wharfage  tax  in  Boston,  has 
a  very  pernicious  influence  on  its  commerce,  and  this  without  reference  to 
the  amount  of  tlie  tax.  I  have  frequently  refused  to  purchase  iron  arriving 
there  for  this  reason.  The  great  reason  or  one  of  the  chief  reasons  why 
Nevv  York  is  a  favorite  market  for  the  purchasers,  is  that  it  is  free  from 
petty  taxes  and  charges. 

327.  Would  the  imposition  of  increased  wharfagt;  taxes  on  vessels,  though 


Neio  York  Harbor  Commission  Beports.  255 


involving  higher  freights  on  iron,  be  deemed  objectionable  if  equity  to  the 
wharf  owner  required  such  increase  %    No,  it  would  not. 

328.  Do  the  United  States  revenue  laws  require  iron  to  be  Av^eighed  on 
landing?    They  do. 

329.  Must  it  be  weighed  before  being  removed  from  the  wharf?  It  must. 

330.  What  period  of  time  is  usually  necessary  to  weigh  the  iron  after 
being  landed  ?    About  twenty-four  hours. 

331.  Is  iron  often  injured  by  lying  on  the  wharf?  It  sometimes  is 
very  much  injured. 

332.  From  what  cause?  The  filthy  condition  of  the  wharves  and  from 
exposure  to  the  weather. 

333.  Is  there  reason  to  apprehend  that  any  portion  of  the  iron  trade 
would  be  diverted  from  this  city,  by  the  imposition  of  a  specific  wiiarfage 
tax  if  of  a  moderate  amount  ?  I  have  no  doubt  it  would  ;  such  a  tax  would 
at  once  transfer  a  considerable  portion  of  the  iron  trade  to  Jersey  City. 

Henry  L.  Pierson. 

New  York,  June  14,  1856. 

Thomas  Tileston,  being  examined,  says  he  is  a  member  of  the  firm  of 
Spofford,  Tileston  &  Co.,  shipping  merchants  of  the  city  of  New  York. 

334.  To  what  ports  do  your  vessels  trade?  We  have  a  line  of  steam- 
ships to  Charleston,  S.  C,  and  a  line  of  sailing  ships  to  Liverpool. 

335.  Plave  you  the  exclusive  use  of  a  pier  for  your  vessels?  We  occupy 
pier  No  4  North  river,  for  our  steamships  in  connection  with  the  Savannah 
line.    Our  sailing  vessels  obtain  berths  where  they  can. 

336.  What  is  the  annual  rent  you  pay  for  pier  No.  4  ?  We  pay  $7,500 
per  annum,  and  agree  to  keep  the  pier  in  repair,  which  costs  at  least  $1,000 
per  annum,  and  we  also  pay  the  taxes. 

337.  Is  the  pier  at  all  times  fully  occupied  by  your  vessels,  so  that  other 
vessels  could  not  load  or  discharge  at  it  ?  Our  steamships  have  the  exclu- 
sive right  to  it,  and  it  is  constantly  occupied  or  nearly  so. 

338.  Have  you  difficulty  ever  in  obtaining  suitable  berths  tor  your  ships 
elsewhere  than  at  your  pier?  Yes. 

339.  In  what  respects  are  the  piers  in  the  upper  parts  of  the  city  disad- 
vantageous ?  In  consequence  of  being  remote  from  our  ofiices  and  more  or 
less  distant  from  the  centre  of  business. 

340.  Can  you  suggest  auy  regulations  for  the  berthing  of  vessels  that 
would  have  a  beneficial  influence  on  the  commerce  of  the  port  and  further 
the  public  interests ?  The  interests  of  commerce  and  the  public  interests 
would  be  benefited,  if  regulations  were  made  and  enforced,  obliging  the 
sound  steamers  to  land  at  or  near  Broome  street  on  the  East  river,  and  the 
Albany  steamers  at  or  near  Spring  street  on  the  North  river.  I  believe 
such  an  arrangement  would  relieve  the  pressure  on  the  lower  parts  of  the 
city,  and  be  more  convenient  for  travellers.  Sloops  and  small  coasting  ves- 
sels should  also  be  required  to  load  and  discliarge  at  the  docks  in  the  upper 
parts  of  the  city  on  either  river  ;  room  would  thereby  be  aiforded  tor  the 
rapidly  increasing  foreign  commerce  of  the  port  which  ought  as  much  as 
possible  to  be  concentrated  near  the  centre  of  business. 

341.  Which  is  the  better  mode  of  imposing  a  wharfoge  tax  on  the  vessel 
or  cargo  ?    On  the  vessel. 


256  New  York  Harbor  Commission  Beports. 


342.  What  are  the  objections  to  a  specific  tax  on  each  article  of  mer- 
chandise landed  on  or  shipped  from  a  pier?  A  tax  on  each  article  or  pack- 
age would  be  attended  with  great  annoyance  and  trouble,  and  would  I  think 
be  unnecessary,  as  the  wharf  property  now  pays  a  great  income  to  the 
holder. 

343.  Would  such  a  tax  have  an  injurious  influence  on  the  commerce  of 
New  York  and  Brooklyn,  or  divert  any  portion  of  it  to  adjacent  cities  where 
such  a  tax  is  not  imposed?  It  would  be  a  serious  injury  to  the  commerce 
of  this  port. 

344.  Would  it  have  this  effect  without  reference  to  the  amount  of  the 
tax  and  simply  because  of  its  obnoxious  character  ?    I  think  it  would. 

345.  Are  you  of  opinion  that  a  specific  wharf  tax  injures  the  commerce 
of  Boston  and  other  cities  where  it  is  imposed?    In  my  opinion  it  does. 

346.  On  the  assumption  that  the  wharf  owner  does  not  receive  adequate 
compensation,  would  an  increased  wharfage  tax  on  the  vessels  be  felt  as  a 
burden  on  commerce?  I  think  the  wharf  owners  are  now  better  paid  than 
the  owners  of  any  other  description  of  property. 

Thomas  Tileston. 

New  York,  June  26,  1856. 

H.  I.  Baker,  being  examined,  says,  he  is  a  merchant  doing  business  in 
the  city  of  New  York. 

347.  What  is  the  nature  of  your  business?  The  importation  and  sale  of 
chemicals,  paints,  window  glass,  &c. 

348.  Is  all  of  your  merchandise  landed  on  the  wharves  of  New  York  ? 
It  is. 

349.  What  would  be  th:^  effect  on  your  business  if  a  specific  wharfage 
tax  on  each  article  landed  or  shipped,  were  imposed  ?  It  would  be  very 
disastrous  to  our  business. 

350.  Are  you  acquainted  with  the  effects  on  commerce  in  those  ports 
where  a  specific  wharfage  tax  is  imposed?  I  am  as  respects  the  commerce 
of  Baltimore.  I  have  a  house  in  Baltimore  now,  and  the  wharfige  tax  on 
its  business  we  find  to  be  excessively  troublesome  and  embarrassing. 

351.  In  what  respect  is  it  troublesome?  The  bills  for  wharfage  are 
brought  in,  some  little  time  after  the  landing  or  shipment  of  goods ;  it  is  neces- 
sary then  to  examine  them,  to  ascertain  whether  goods  were  landed  or  ship- 
ped at  the  times,  and  in  the  qualities  specified  in  the  bills,  so  that  often  the 
time  consumed  in  ascertaining  if  the  bill  is  correct  is  equivalent  in  value  to 
the  amount  of  the  bill.  Our  business  with  Boston,  which  is  considerable, 
is  often  embarrassed  by  the  wharfage  tax  at  that  port,  so  that  the  practical 
effect  has  been  to  do  all  our  business  here,  free  from  these  vexations  rather 
than  in  Boston  or  elsewhere,  where  a  wharfage  tax  on  goods  is  imposed. 
I  would  further  mention  that  this  tax  in  Baltimore  has  led  to  the  transfer 
of  many  of  the  Southern  customers  of  our  house  there  to  our  firm  in  this 
city  in  order  to  escape  from  the  petty  vexations  incident  to  this  tax. 

352.  Can  you  make  an  estimate  of  the  wharfage  tax  your  business  for  a 
year  would  be  subjected  to,  if  landed  and  re-shipped  from  Boston  ?  I  sub- 
mit a  statement  of  our  business  for  the  past  year,  and  the  amount  of  tax 
we  would  have  had  to  pay  under  Boston  rates  if  jraposed  here 


New  York  Harbor  Commission  Reports.  257 


70,000  boxes  of  glass  received  from  vessel  and  shipped  in  1855,  2  cts.  $1,400  00 


4,500  casks  salsoda,        "                "  "  4  180  00 

300  casks  yellow  oclire  "                *'  "  4  12  00 

400  casks  lampblack     "  4  16  00 

1,500  bbl-s.         "           "                "  *'  4  60  00 

1,000  bbls.  lump  alum     "               "  *♦  4  40  00 

250  bbls.  ground  alum  "                "  '*  4  10  00 

750  bbls.  copperas        "                "  **  4  30  00 

100  casks  copperas       "                ♦*  '*  7  7  00 

300  bbls.  chalk  shipped   12  00 

1,250  boxes  paints  shipped  and  received  2  cts.  25  00 

500  bbls.  Epsom  salts  shipped  and  received  4  20  00 

200  casks  Epsom  salts      "  "   7  14  00 

500  casks  roll  brimstone   "  "   7  35  00 

400  bbls.  roll  brimstone    "          "   4  16  00 

650  cases  roll  brimstone  "  "   2  13  00 

2,500  casks  soda  ash           "   9  225  00 

300  bbls.  whiting   4  12  00 

2,000  bags  nitrate  soda  "   2  40  00 

1,500  bags  saltpetre           *'  "   2  30  00 

2,500  kegs  saltpetre  "   2  50  00 

200  kegs  emery  "   2  4  00 

8,000  kegs  bicarb,  soda       "  "   2  160  00 

200  casks  asphaltum  "   7  14  00 

150  casks  American  ochre  "  *'   7  13  00 

1,000  bbls.  Venetian  red  "   4  40  00 

400  casks  paints              "  "   7  28  00 

300  kegs  red  lead  *'   2  6  00 

100  kegs  litharge   2  2  00 

300  casks  pw'd  black  I'd  "   7  2100 

200  cases  British  lustre     "  *'   2  4  00 

300  cases  E.  India  castor  oil  "   2  6  00 

500  bbls.  castor  oil          "  *'   4  20  00 

200  bbls.  glue                 "  "   4  8  00 

200  bbls.  rotten  stone   4  8  00 

400  bbls.  Spanish  brown,  "  "   4  16  00 

1,500  bbls.  sundries  "   4  60  00 

1,000  bbls.  glassware  and  casks  "   5  50  00 

500  glauber  salts             "  "   4  20  00 

500  white  I'd,  xinc,  &c.     "    100  00 

3,000  cases,  boxes,  barrels,  casks  of  paints,  colors,  &c.,  not  named 

above,  shipped  and  received  ,  4  120  00 


S2,952  00 


H.  J.  Bakeb  &  Bbos., 

By  H.  J.  Baker. 

New  Yokk,  July  2,  1856. 

William  H.  Swan,  being  examined,  says  that  he  has  charge  of  the  ship- 
ping books  of  Grinnell,  Minturn  &  Co. 

353.  Have  those  gentlemen  any  vessels  engaged  in  the  China  trade  ? 
They  have. 

354.  Mention  one  and  the  amount  of  her  tonnage.  The  ship  Adelaide 
of  one  thousand  eight  hundred  and  thirty-four  tons. 

355.  Can  you  give  a  statement  of  the  contents  of  her  outward  cargo  on 
a  recent  voyage?  It  consisted  of  thirty-three  tliousand  two  hundred  and 
sixteen  packages  of  merchandise  of  various  descriptions. 

356.  Was  her  cargo  all  received  on  board  at  the  same  pier?    It  was. 

17 


258  Ni20  Torh  Harhjr  Cjmmission  Reports 


357.  At  what  pier  was  she  loaded  ?    Pier  No,  10,  East  river. 

358.  At  the  time  the  Adelaide  was  taking  in  her  cargo  how  many  other, 
vessels  of  the  simie  tonnage  could  have  been  engaged  in  receiving  and  dis- 
charging at  the  same  pier  ?  Four. 

359.  How  many  shippers  were  there  by  the  Adelaide  of  the  cargo  you 
have  nientioned?    Three  hundred  and  seventy-eight. 

3 GO.  What  period  of  time  was  employed  to  take  in  her  cargo'?  Thirty- 
two  days. 

3C1.  What  is  the  wharfage  tax  per  day  on  that  ship  by  the  present 
wharfage  law '?    Five  dollars  per  day. 

362.  Where  was  the  Adelaide  bound  ?    To  San  Francisco. 

363.  Can  you  state  the  number  of  packages  received  by  one  of  your 
ships  direct  from  Canton?  By  reference  to  the  manifest  of  the  Flying 
Cloud,  on  a  recent  voyage  I  find  her  cargo  consisted  of  76,742  packages  of 
teas,  silks,  matting,  cassia,  crackers,  &c. 

364.  What  is  the  tonnage  of  the  Flying  Cloud  %    1,785  tons. 

365.  What  period  of  time  was  required  to  unload  her?  Eighteen  days. 
New  York,  August  22,  1856.  William  H.  Swan. 

RoUin  Sanford,  being  examined,  says  he  is  a  merchant  in  the  city  of 
New  York. 

366.  What  business  are  you  engaged  in?  Principally  in  the  purchase 
and  sale  of  dye  woods,  and  manufacture  of  extracts,  &c. 

367.  Are  yon  acquainted  with  the  rates  of  wharfage  in  this  and  the  ad- 
jacent Atlantic  ports  ?  As  to  this  port,  I  pay  wharfage  only  on  vessels  of 
small  tonnage,  but  I  am  acquainted  with  the  rates  of  wharfage  imposed  on 
the  description  of  merchandise  in  which  I  deal  in  Boston. 

308.  What  are  the  rates  of  wharfage  in  Boston  on  the  merchandise  in 
which  you  trade  ?  I  submit  a  statement  of  the  wharf  charges  I  should 
have  incurred  in  my  last  year's  business  had  they  been  here  the  same  as 
tiiey  are  in  Boston. 


10,878  tons  dye  woods,  30  cents  $3,260  40 

1,755  bundles  liquorice  root,  4  cents   70  20 

261  cases  liquorice  paste,  64  cents   16  31 

1,510  bags  ginger,  2  cents   30  20 

425  bags  peppers,  2  cents   8  50 

3,000  tons  coal,  25  cents   750  00 

1.876  barrels  flaxseed,  oil,  &c.,  &c.,  4  cents   75  04 

6,250  casks  barytes,  10  cents   625  00 

3,400  pockets  turmeric,  I4  cents     8  50 

7,642  bags  ginger,  2  cents   152  84 

1,604  cases  liquorice,  64  cents   100  25 

48,334  boxes  extracts,  &c.,  2  cents   966  68 

325  casks  liquors,  10  cents   39  50 

7,271  barrels  dyewoods,  4  cents   290  84 

957  bagsdyewood,  2  cents   19  14 

568  ban-els  merchandise,  sundries,  4  cents   22  72 

6,645  empty  casks,  4  cents   265  80 

2,000  empty  barrels,  1  cent     20  00 


$6,721  92 

Add  on  shipments,  estimated   1,500  00 


$8,221  92 


Neio  York  Harbor  Commission  Reports.  259 


3G9.  If  the  articles  you  have  enumerated  in  your  statement  were  re- 
shipped,  -would  they,  under  the  Boston  regulations,  have  been  subject  to  a 
repetition  of  these  charges  ?    They  would. 

370.  Then  if  all  these  articles  had  been  reshipped,  the  wharf  charges 
would  have  been  sixteen  thousand  dollars  instead  of  eight  thousand  dollars? 
They  would. 

371.  What  would,  in  your  opinion,  be  the  effect  on  the  commerce  of 
New  York  if  the  wharfage  tax  were  levied  directly  on  the  merchandise 
landed  and  shipped  ?  It  would  be  very  disastrous.  I  infer  that  it  would 
be  so  because  I  have  often  been  deterred  from  purchasing  dyewoods  in  Bos- 
ton by  the  knowledge  that  a  tax  of  thirty  cents  per  ton  wharfage  would  be 
added  to  the  invoice  cost.  I  am  satisfied  I  would  often  iiave  made  pur- 
chases in  Boston  had  it  not  been  that  the  wharfage  tax  is  so  large  as  to 
have  made  it  inexpedient  to  do  so. 

372.  What  amount  of  tonnage  of  vessels  would  be  required  to  hold  the 
merchandise  you  have  referred  to  in  the  statement  of  your  last  year's  busi- 
ness?   From  twenty  to  twenty-five  ships  of  one  thousand  tons  each. 

373.  How  much  time  would  it  require  to  unload  a  ship  of  one  thousand 
tons,  with  ordinary  despatch,  containing  dyewoods  and  the  other  descrip- 
tions of  merchandise  you  have  enumerated  ?    Ten  or  twelve  days. 

374.  How  much  time  would  be  requisite  to  load  a  vessel  of  one  thousand 
tons  with  those  articles  ?    Ten  or  twelve  days. 

375.  By  the  present  rates  of  wharfage  established  by  law,  the  wharfage 
on  a  ship  of  one  thousand  tons  is  83  per  day,  so  that  for  the  period  of  time 
necessary  to  load  twenty-five  ships  of  that  tonnage  the  tax  would  be  $900  ? 
It  would. 

376.  And  as  to  unload  the  same  number  of  vessels  it  would  require  twelve 
days,  then  the  tax  would  be  «:>900  ?    It  would. 

377.  Then  the  aggregate  wharfage  tax  levied  here  on  the  merchandise 
you  purchased  and  sold  last  year  if  landed  and  re  shipped  would  be  81,800? 
About  that  amount,  as  nearly  as  I  can  compute. 

378.  While  the  wharfage  tax  on  the  same  merchandise  if  landed  on  the 
wharves  oi  Boston  and  re-shipped  would  be  816,000?  It  would  be  about 
that  sum. 

New  York,  May  30,  1856.  Rollin  Sanford. 

Benjamin  F.  Seavcr,  being  examined,  says  he  is  a  member  of  the  firm  of 
John  Jewett  &  Sons,  of  the  city  of  New  York. 

379.  What  is  the  nature  of  your  business?  Manufacturing  and  selling 
white  lead  and  floor  oil  cloths. 

380.  Are  the  articles  of  merchandise  in  which  you  trade  landed  on  the 
wharves  of  New  York  ?    They  are. 

381.  Can  you  form  an  estimate  of  the  increased  freight'  you  pay  because 
of  the  present  wharfage  rates  on  vessels?  No,  it  is  so  small  that  it  cannot 
be  computed. 

382.  Do  you  know  what  would  be  the  tax  on  your  goods  for  the  last 
year,  if  thel3oston  rates  were  imposed  on  all  such  as  have  been  landed? 
From  a  careful  examination  of  our  book?,  I  find  that  the  wharf  charges  on 
our  goods  last  year,  if  landed  on  the  Boston  wharves,  would  have  been 
81.572  92,  and  jis  a  large  portion  of  our  goods  are  reshipped,  I  estimate 
th  't  at  the  Boston  rates  there  would  be  a  further  tax  of  81,036  18,  making 
an  aggregate  tax  on  our  goods  of  last  year,  say  82,609  10. 


260 


New  York  Harbor  Commission  Reports. 


383.  What  effect  would  the  imposition  of  the  Boston  wharf  rates  have 
on  the  commerce  of  the  city  ?  A  very  ityurious  effect,  driving  business  to 
cities  where  such  taxes  do  not  exist.    Perhaps  to  Brooklyn  or  Jersey  City. 

New  York.  January  12,  1856.  B.  F.  Seaver. 

Artemas  S.  Cady,  being  examined,  says  he  is  clerk  to  the  comptroller  of 
the  city  of  New  York. 

384.  Are  you  familiar  with  the  dock  property  belonging  to  the  city  of 
New  York  ?  I  am  with  the  letting  of  that  property  and  the  collection  of 
the  rents. 

385.  What  is  the  relative  proportion  of  the  piers  and  bulkheads  owned 
by  tlie  corporation  and  by  private  owners  ?  The  corporation  own  between 
one  half  and  three  fourths  of  all  the  piers  and  bulkheads  of  the  city. 

386.  What  is  the  income  derived  from  the  docks  belonging  to  the  corpo- 
ration per  annum  ?  In  1853,  it  was  §125,361;  in  1854,  §155,165;  in 
1855,  $160,602  10. 

387.  Do  these  sums  represent  the  net  income  for  those  years?  They  do 
not,  there  was  expended  for  repairs  in  1853,  $37,000  ;  in  1854,  $30,987  56; 
in  1855,  $160,602  10. 

388.  What  amount  has  been  expended  by  the  city  in  the  construction  of 
the  present  docks?  The  valuation  of  the  pier  property  of  the  corporation 
is  $4,206,000. 

389.  Does  this  sum  represent  the  amount  expended  ?  No,  it  represents 
more  than  the  sum  expended,  it  is  the  appraised  value  of  the  property, 
though  the  appraisal  is  below  the  true  value. 

390.  What  is  the  per-centage  income  on  this  appraised  value  ?  About 
three  per  cent,  per  annum. 

391.  What  was  the  standard  of  valine  in  this  appraisement?  It  was 
assumed  that  if  this  property  were  put  up  at  auction  it  would  sell  for  at 
least  the  amount  it  has  been  appraised. 

392.  What  is  the  mode  of  letting  the  pier  property  belonging  to  the 
city?  In  1844  the  common  council  adopted  an  ordinance  respecting  the 
sinking  fund  and  its  management,  and  provided  two  modes  for  renting  the 
piers  belonging  to  that  fund,  which  are  as  follows : 

"Sec.  9.  Whenever  any  property  belonging  to  the  corporation  is  unpro- 
ductive, or  the  term  for  which  it  may  have  been  leased  or  let  shall  have  ex- 
pired, or  be  about  expiring,  it  shall  be  the  duty  of  said  comptroller,  with 
the  sanction  of  the  finance  committees,  to  let  the  same  for  a  term  not  ex- 
ceeding one  year,  if  in  his  judgment  it  will  be  beneficial  to  the  public  in- 
terest to  do  so. 

"  Sec.  10.  Whenever,  in  the  judgment  of  the  said  comptroller,  it  shall 
be  more  advisable  to  lease  property  belonging  to  the  corporation,  for  a 
term  exceeding  one  year,  it  shall  be  his  duty  to  comnmnicate  the  same, 
with  his  reasons  therefor,  to  the  commissioners  of  the  sinking  fund,  and  if 
they  concur  with  him,  they  are  hereby  authorizecl  and  empowered  to  lease 
the  same  in  such  manner  as  they  may  deem  most  fit  for  the  interest  of  the 
city,  and  upon  the  production  of  a  certificate  signed  by  a  majority  of  said 
commissioners,  of  whom  the  comptroller  shall  be  one,  it  .'<hall  be  the  duty 
of  the  said  mayor  and  clerk  of  the  common  council  to  execute  such  leases, 
under  their  hands  and  seal  of  the  city ;  said  leases  to  be  submitted  to  the 


Neio  York  Harbor  Commission  Beports. 


261 


common  council  for  their  sanction  before  being  executed;  but  no  lease  so 
made  by  the  commissioners  of  the  sinking  fund  shall  be  for  a  longer  term 
than  five  years." 

393.  Which  mode  has  the  comptroller  adopted?  In  1853,  he  leased  a 
portion  of  the  piers  for  five  years,  and  the  corporation  was  to  keep  them 
in  repair.  In  1854,  he  proposed  to  lease  them  for  five  years,  but  the  com- 
mon council  passed  a  resolution  the  day  preceding  the  letting,  requiring 
him  to  lease  them  for  one  year ;  in  1855,  he  leased  them  for  five  years,  and 
in  the  latter  instance  tlie  lessees  are  required  to  keep  them  in  repair. 

394.  What  proportion  of  the  piers  is  annually  leased  ?  In  1853  and 
1855,  about  three  fourths  of  the  piers  were  leased. 

395.  What  is  the  number  of  piers  the  leases  of  which  will  expire  during 
this  or  next  year?    Not  more  than  ten  or  fifteen. 

396.  Are  all  the  piers  of  the  city  leased?  No.  The  corporation  re- 
serve several  on  each  river  for  dumping  places  for  the  discharge  of  street 
dirt  and  rubbish  and  night  soil  into  vessels  provided  for  those  purposes. 

397.  Where  do  these  vessels  carry  their  cargoes?  To  the  adjacent  coun- 
try for  manure. 

398.  Is  care  taken  that  no  part  of  this  rubbish  is  discharged  into  slips? 
I  have  heard  great  complaints  of  carelessness  in  discharging  into  these  ves- 
sels. 

399.  What  are  the  sums  for  which  the  piers  of  the  corporation  are  let 
per  annum  ?  I  submit  a  detailed  statement  of  the  suras  for  which  the  piers 
were  let  in  1853,  1854,  and  1855. 

No.  2. — Public  Docks  and  Slijjs  leased  March  14,  1855,  compared  icith  the  Rent 

of  1853  and  1854. 


Location. 


1853. 


1854. 


1855. 


£AST  EIVEE. 

West  side  pier  12,  and  bulkhead  foot  of  Old  slip  

East  side  pier  18,  and  half  of  bulkhead  

"West  side  pier  19,  and  half  of  end,  and  haK  of  bulkhead 
between  18  and  19  

East  side  pier  20,  and  half  of  end,  and  half  of  bulkhead 
between  20  and  21  

West  side  pier  21,  and  half  of  bulkhead  between  20  and 
21  

East  side  pier  22,  and  Fulton  market  slip  (except  berth 
for  one  ship  on  the  west  side  of  pier  23,  and  for  the 
fish  cars)   

East  side  pier  24,  and  west  side  pier  25,  and  bulkhead 
between   

East  side  pier  29,  with  the  whole  of  the  end  of  said  pier  . 

Bulkhead  west  side  of  pier  30,  to  the  ferry  

Pier  31,  and  west  side  of  pier  32,  and  the  bulkhead  be- 
tween 31  and  32  

East  side  pier  33,  and  half  of  bulkhead  between  33  and  34 

Pier  34,  and  half  of  bulkhead  between  33  and  34  

Pier  37,  and  half  of  bulkhead  between  37  and  38,  and  44 
feet  6  inches  of  bulkhead  on  east  side,  between  36 
and  37  


$2,000  $3,200 
2,250  3,700 

3,803 

3,803 

2,250 


2,719 
3,750 


1,800 
1,006 
1,006 


3,803 
3,803 
4,200 

4,200 

5,100 
575 
800 


$2,100 
3,300 

7,200 

5,900 

3,150 

2,900 

5,100 
525 
375 


3,900!  3,100 
2,050|  1,700 
2,050  2,150 


1,610     3,350  3,400 


262 


New  Yo7'k  Harbor  Commission  Reports, 


No.  2. — Public  Docks  and  Slips  leased  March  14,  1855,  compared  with  the  Rent 
0/1853  and  18.54 — (continued). 


Location. 


EAST  EIVER — CONTINTJED. 


Pier  38,  and  half  of  bulkhead  between  37  and  38  

Pier  40,  and  half  of  bulkhead  between  40  and  41  

Pier  41,  and  half  of  bulkhead  between  40  and  41  

Pier  43,  and  half  of  bulkhead  between  43  and  44  

Pier  43,  and  half  of  bulkhead  between  43  and  44  

Pier  46,  foot  of  Jefferson  street  

Half  both  piers  foot  of  Delancy  street,  and  bulkhead  be- 
tween   

Bulkhead  foot  of  and  along  the  north  side  of  Eivington 
street,  and  to  within  50  feet  of  pier  between  Stanton 
and  Eivington  streets  

South  side  of  pier  between  Stanton  and  Eivington  streets 
(the  north  side  reserved  for  dumping)  

Bulkhead  foot  of  Third  street  

Pier  foot  of  Fifty-third  street  

Pier  and  bulkhead  foot  of  Sixty-first  street  

Pier  foot  One  hundred  and  sixth  street  


1853.  1854 


NORTH  ETVEK. 

North  half  of  pier  12,  and  half  of  bulkhead  between  12 
and  13  

West  half  and  outer  end  of  pier  13,  now  occupied  by  the 
Viiginia  Steamship  Company  

East  half  of  pier  13,  and  half  of  bulkhead  between  12  and 
13,  and  13  and  14    

South  half  of  pier  14,  and  half  of  bulkhead  between  13 
and  14  

South  half  and  westerly  end  of  pier  20,  and  bulkhead  ad- 
joining  

North  half  of  pier  20,  and  half  of  bulkhead  between  20 
and  21  

South  half  of  pier  23,  foot  of  Vesey  and  Fulton  streets. . . 

Pier  29,  foot  of  Warren  street  

North  half  of  pier  34,  foot  of  Harrison  street  

Pier  36,  foot  of  North  Moore  street  

' '    37,  foot  of  Beach  street  

"    foot  of  Laight  street    

' '    39,  foot  of  Vestry  street  

"    40,  foot  of  Watts  street  

Basin  foot  of  Spring  street  

Pier  45,  and  half  of  bulkhead  between  45  and  46  

Pier  46,  and  half  of  bulkhead  between  45  and  46  

Pier  47,  foot  of  Hamersley  street  

48,  foot  of  Clarkson  street  

50,  foot  of  Morton  street  

Pier  51,  and  bulkhead  south  to  the  ferry,  and  half  of  bulk- 
head between  51  and  52  

Pier  52,  and  a  half  of  bulkhead  between  51  and  52,  and 
52  and  53  

Pierhead  53,  and  half  of  bulkhead  between  52  and  53  


$1,575 
2,362 
2,363 
1,862 
1,863 


1855. 


900 


500 


125 


30 


$3,350 
3,400 
3.400 
2,950 
2,950 


^3,050 
2,600 
2,700 
3,000 
3.250 
3.150 


1,250  1,050 


300 

I 

300 
400 
150 


105, 


550 

500 
50 

150 
10 
45 


$37,577  $59,286  861,005 


$1,850 

1,782 

1,782 

2,006 

2,118 

1,366 
1,265 
4,000 
1,676 
1,503 
1,380 
507 
1,380 


$3,450 
5,350 
5,350 
7,600 
5,050 
2,600 


640 
1,055 

905 
1,417 
1,050 
1,469 

681 

1,236 
505 


4,200 
3,600 
1,850 
5,600 
507 
3,200 


1,000 
3,100' 
3,000 
2,500 
1,900, 
2,500| 
I 

1,250;  1,550 


$2,400 

3,000 

3,000 

3,200 

5,000 

1,700 
800 
0.600 
2,100 
3,100 
4,000 
500 
3,100 
550 
1,300 
3,050 
2,900 
2,500 
1,700 
2,000 


2,000 

875' 


2,750 
450 


New  York  Harhor  Commission  Reports.  263 


No.  2. — Public  Docks  and  Slips  Leased  March  14,  1855,  compared  icith  the  Rent 
0/1853  and  1854— (continued). 


Location. 


NORTH  MVEE — CONTIN  UKD. 


Pier  54,  foot  of  Perry  street  

Return  bulkhead,  formerly  pier  55,  foot  of  Hammond 
street  

Bulkhead  foot  of  Jane  street  

North  half  of  pier  foot  of  Thirteenth  street  

New  pier  foot  of  Seventeenth  street  

Pier  foot  of  Eighteenth  street  

' '    foot  of  Twentieth  street  

Bulkhead  and  pai't  of  south  side  of  pier  foot  of  Twenty- 
first  street   

Pier  foot  of  Twentj'  second  street  

Pier  (all  not  used  for  dumping  manure,  &c.)  foot  of 
Twenty-sixth  street  

Pier  foot  of  Thirtieth  street  

New  pier  foot  of  Thu-ty-seventh  street   ...  I 

Pier  foot  of  Forty-seventh  street  


1853. 


$305 


506 


824 


$33,208 


1854. 


'?850 
800 


ooo; 


1,425' 
400 


625 

800 

1,010! 


800, 


873,792  $65,500 


400.  Is  the  practice  general  of  granting  the  exclusive  use  of  piers  to  les- 
sees?   It  is  not. 

401.  By  whom  is  the  exclusive  use  of  piers  granted  ?  By  resolution  of 
the  common  council. 

402.  How  are  the  piers  of  the  city  authorities  leased?  To  the  highest 
bidder  at  public  auction  after  due  advertisement. 

403.  Wlio  are  usually  the  lessees  of  these  piers?  About  one  half  are 
persons  who  lease  the  piers  and  collect  the  wharfiige  allowed  by  law  from 
vessels  frequenting  them,  and  the  remainder  merchants,  steamboat  lines, 
&c.,  who  lease  them  for  the  occupation  of  their  own  vessels. 

404.  Can  you  state  tlie  several  bulkheads  and  piers  owned  by  the  corpo- 
ration, the  names  of  the  persons  to  whom  they  are  leaded,  when  and  for 
what  lime,  also  whether  the  corporation  or  the  lessee  is  to  keep  the  piers 
in  repair  and  the  slips  dredged,  and  to  what  depth  of  water  1  I  submit 
the  following  statement  of  piers,  slips,  and  bulkheads,  owned  by  the  mayor, 
aldermen  and  commonalty  of  the  city  of  New  York,  with  the  names  of  the 
lessees,  when  and  for  what  period  leased,  by  whom  they  arc  to  be  kept  in 
repair  and  dredged — no  depth  of  water  specified  in  the  leases — and  the  an- 
nual rent  of  each. 


264  New  YorJc  Harhor  Commission  Reports. 

Leased  May  1,  1853,  to  May  1,  1858,  to  he  repaired  and  dredged  hy  the  City,  no 
Depth  of  Water  named. 

EAST  ElYER. 

John  Combs,  smaUboat  district,  comiDencing  at  bulkhead  between  pier 

1  and  ferry   $65  00 

L.  W.  Brainard  &  J.  II.  Kedfield,  half  pier  4  and  half  of  5,  and  bulk- 
head between   4,000  OO 

Griffith  &  Austin,  half  of  pier  5  and  half  of  6,  and  bulkhead  between.  .  .  5,600  00 

Ide  &  Livermore,  half  of  pier  6  and  half  of  7,  and  bulkhead  between ....  4, 700  00 

H.  Jv  .  Holt,  half  of  pier  7  and  half  of  8,  and  bulkhead  between   6,500  00 

C.  H.  Marshall,  berth  for  ship,  Beekman  street   2,250  00 

Andw.  Clark,  one  ninth  pier  42    500  00 

Geo.  Brown,  pier  48    2,325  00 

John  Clark,  bulkhead  between  23d  and  24th  streets,  except  ferry   325  00 

Geo.  Brown,  pier  26th  street   275  00 

Do.        pier  28th  street   375  00 

E.  S.  Mott,  pier  38th  street   600  00 

Nathl.  Dewey,  pier  and  bulkhead,  Harlem  bridge   230  00 

Geo.  Brown,  bulkhead  86th  street   70  00 

Do.        pier  23d  street,  except  ferry   350  00 

NORTH  EIVEE. 

E.  EUsworth,  pier  21   1,250  00 

N.  Y.  &  Erie  R.  11.  Co.,  pier  23  and  bulkhead   4,000  00 

J.  M.  Donnelly  &  Co.  audPenfield,  Day  &  Co.,  pier  35  Franklin  street. .  5,700  00 

J.  S.Edwards,  bulkhead,  Laight street   400  00 

Do.          pier  49  Leroy  street   1,850  00 

Geo.  C.  Byrne,  pier  Bank  street,  filled  in  

Do.          bulkhead  Horatio  street   35  00 

J.  J.  Edwards,  pier  21st  street,  filled  in  

Wm.  Dunning,  bulkhead  and  pier,  ManhattanviUe   75  00 

J.  S.  Edwards,  half  of  pier  21   2,200  00 

G.  C.  Byrne,  half  of  pier  238  and  half  of  bulkhead   1,600  00 

To  extend,  improve  and  repair  at  their  own  Expense. 

Delaware  and  Hudson  Canal  Co.,  N.  Battery  pier  38  Hurlbert street .  . .  .  3,500  00 

Leased  May  1,  1854,  to  May  1,  1859,  to  he  kept  in  Repair  hy  the  Lessee. 

J.  H.  Dayton,  bulkhead  Barrow  street   150  00 

John  Brower,  piers  Brown  street,  East  river   -950  00 

Leased  May  1  1855,  to  May  1,  1860,  to  he  dredged  and  repaired  hy  the  City,  and 
then  kept  in  Order  hy  the  Lessee. 

EAST  EIVER. 

J.  &  N.  Briggs,  half  of  pier  12  and  bulkhead  old  slip   2,100  00 

Dunham  &  Sturgess,  half  of  pier  18  and  half  of  bulkhead   3,300  00 

M.  H.  Grinnell,  half  pier  19  and  half  end  and  half  bulkhead  between  18 

and  19   7,200  00 

M.  H.  Grinnell,  half  of  pier  20  and  half  end  and  half  bulkhead  between 

20  and  21   5,900  00 

Buckley  &  Wardell,  half  of  pier  21  and  half  bulkhead  . . .'   3,150  00 


Neio  York  Harbor  Commission  Reports.  265 


Jas.  H.  King,  half  of  pier  22  Fulton  street,  142  feet  6  inches  east  side 

23  and  end,  Beekman  street  $2,900  00 

C.  W.  Chapin,  half  of  pier  24  and  half  25  and  bulkhead   5,100  00 

Denman,  O'Conner  &  Co. ,  half  of  pier  29  and  end   525  00 

Engle  &  Walker,  half  of  pier  30  to  ferry  and  bulkhead   375  00 

H.  A.  WilHams,  pier  31  and  half  of  32  and  bulkhead   3,100  00 

Do.          half  pier  33  and  half  of  bulkhead   1,700  00 

Do.          pier  34  and  half  of  bulkhead   2.150  00 

N.  Y.  Balance  Dock  Co.,  pier  40  and  half  of  bulkhead   2, GOO  00 

J.  B.  Gager,  pier  41  and  half  of  bullvhead   2,700  00 

N.  Y.  &  E.  Dry  Dock  Co.,  pier  43  and  half  of  bulkhead   3,000  00 

S.  Y.  McKenny,  pier  44  and  half  of  bulkhead   3,250  00 

Do.          pier  46  and  half  of  bulkhead   3,150  00 

P.  A,  Dougharty,  half  of  both  piers  Delancey  street   1,050  00 

Do.  bulkhead  N.  side  Kivington  street  to  within  50  feet  of 

pier  between  Stanton  and  Ei^dngton  streets   550  00 

United  States,  pier  1   750  00 

Geo.  Brown,  bulkhead  3d  street   50  00 

Wm.  H.  MeiTiU,  pier  53d  street   150  00 

Geo.  W.  Jaques,  pier  and  bulkhead  61st  street   10  00 

Andw.  Yui-nier,  pier  106th  street   45  00 

pier  16th  street  

l^ier  47th  street  

bulkhead  Stanton  street  

NORTH  EIVEK. 

H.  B.  CromweU,  half  of  pier  12  and  half  of  bulkhead   2,400  00 

E.  M.  Greenway,  half  of  pier  13  and  outer  end   3.000  00 

H.  B.  Cromwell,  half  of  pier  13  and  half  of  bulkhead   3,000  00 

J.  Y.  Sandford,  half  of  pier  14  and  half  of  bulkhead   3,200  00 

Stevens,  Condit&  Co.,  half  of  pier  20  and  end  and  bulkhead   5,000  00 

Stevens,  Condit  &  Co. ,  half  of  pier  20  and  half  of  bulkhead   1, 700  04 

Jonas  Sparks,  half  of  pier  23   800  00 

U.  S.  Mail  Steamship  Co. ,  half  of  pier  29  and  end   5,280  00 

Powell,  Eamsdell  &  Co..  half  of  pier  29    1,320  00 

N.  Y.  &  Erie  R.  R.  Co. ,  half  of  pier  31  and  half  of  bulkhead   4, 000  00 

E.  W.  Candee,  pier  36    3,100  00 

M.  Livingston,  pier  37    4,000  00 

H.  P.  Farrington,  pier  Laight  street   500  00 

Do.           pier  39  Vestry  street   3,100  00 

pier  40  Watt  street  

E.  Buckman,  basin.  Spring  street   1,300  00 

Dayton  &  Benedict,  pier  45  and  half  of  bulkhead   3, 050  00 

Do.             pier  46   3,000  00 

Do.             pier  47   2,500  00 

Daniel  DaiTOw,  pier  48   1,700  00 

H.  P.  Farrington,  pier  50   2,000  00 

Edgar  Sleight,  pier  51  and  bulkhead   1,550  00 

E.  K.  Collins,  pier  41  and  half  of  42  ;   5,500  00 

D.  Ban-ow,  pier  53  and  half  of  bulkhead   450  00 

H.  P.  Farrington,  pier  54  Perry  street   900  00 

M.  C.  StoiTy,  bulkhead,  Hammond  street   950  00 

Edgar  Dennell,  bulkhead,  Jane  street   75  00 

C.  H.  Delemater,  half  pier,  13th  street   450  00 

Do.           pier  17th  street   1,000  00 

Do.           pier  18th  street   1,200  00 

D.  Barrow,  pier  20th  street   350  00 

Do.      pier  22d  street   450  00 

F.  CampbeU,  pier  37th  street   700  00 


266 


New  York  Harbor  Commission  Beports.' 


'Leased  May  1,  1856,  to  May  1,  1861,  to  he  kept  in  Repair  by  the  Lessee. 

EAST  ErVEK. 


H.  A.  Williams,  pier  37  and  half  of  bulkhead  between  37  and  38,  and 

44  feet  6  inches  bulkhead  between  37  and  36  Market  slip  $2,900  00 

Geo.  Bro^vTi,  pier  38  and  half  of  bulkhead  between  38  and  37   2,250  00 

Bussell  Sturgess,  half  of  small  pier  52  Gouverneur  street  and  joining  Jack- 
son ferrj'   350  00 

Stephen  Eoberts,  half  of  pier  54  and  half  of  bulkhead  between  54  and 

55,  foot  of  Jackson  street   400  00 

Eichard  Squires,  half  pier  55  and  half  bulkhead  between  55  and  54,  foot 

of  Jackson  street   335  00 

Geo.  Brown,  half  pier  foot  of  Stanton  street   440  00 

Wm.  H.  Brown,  south  half  pier  61,  and  50  feet  bulkhead  along  Tomp- 
kins street   350  00 

Leased  May  1,  1851,  to  May  1,  1857,  to  he  kept  in  Repair  by  the  Lessee. 
Geo.  Brown,  pier  foot  of  Fifth  street   220  00 

Leased  May  1, 1856,  to  May  1,  1857,  to  he  kept  in  Repair  hy  the  Lessee. 
Geo.  Brown,  pier  foot  of  Twenty-fifth  street   385  00 

NORTH  EIVEK. 

Jonas  Sparks,  half  pier  34,  foot  of  Harrison  street   2,250  00 

Archer  Martine,  pier  52  and  bulkhead  Amos  street,  and  half  bulkhead 

each  side   3,525  00 

Chas.  Schultz,  bulkhead  foot  of  Twenty-first  street   215  00 

Michael  Bowen,  half  pier  Thirtieth  street   955  00 

Wm.  Meyers,  pier  foot  of  Forty-seventh  street   255  00 

Jas.  D.  Warner,  pier  foot  of  Fifty-fifth  street   96  00 

Slips  and  Bulkheads  used  for  Ferries. 

Smith  &  Bulkley,  part  of  bulkhead  between  piers  34  and  35,  foot  of 

Catharine  street,  expires  1863   16,000  00 

H.  F.  &  S.  Blackwell,  Hellgate  ferry,  expires  1857   190  00 

Fulton  and  Union  Ferry  Co. ,  half  both  piers  21  and  22,  and  bulkhead 
between  foot  of  Fulton  street,  and  half  pier  2  and  bulkhead  foot  of 
Whitehall  street,  expnes  1861   35,000  00 

WiUiamsburgh  Ferry  Co.,  bulkhead  between  piers  25  and  26  foot  of  Peck 
slip,  and  half  of  both  piers  53  and  54,  and  bulkhead  "between  foot 
of  Grand  street,  expires  1859    9.000  00 

Houston  street  ferry,  expires  1863   6,500  00 

Jersey  City  Ferry  Co.,  pier  17  and  half  18,  and  bulkhead  between  foot 

of  Cortlandt,  expires    5,750  00 

J.  C.  &  R.  L.  &  E.  Stevens,  bulkhead  foot  of  Hoboken  street,  expires 

1860  :   600  00 

J.  C.  Iv.  L.  &  E.  Stevens,  bulkhead  foot  of  Christopher  street,  ex- 
pires 1862   350  00 

E.  J.  Coster,  half  pier  51^  and  bulkhead  between  52  and  51,  foot  of 

Gouverneur  street,  expires    1,050  00 

A.  H.  Shultz,  bulkhead  foot  of  -       ex-pires  1865 . .      250  00 

S.  V.  D.  Laing  (private  pier),  bulkhead  Thirty-ninth  street,  expires 

1862    100  00 


New  York  Harbor  Commission  Reports.  267 

J.  H.  Martine,  bulkheail  foot  of  Roosevelt  street,  expires  1867   83,000  00 

Jacob  Sharp,  bulkhead  and  half  pier  15,  foot  of  Coflfee-House  slip,  ex- 
pires 1862   5,000  00 

St.  Patrick's  Cathedral,  bulkhead  Twenty-third  street,  expires  1863   100  00 

Pavonia  Ferry  t  o.,  half  pier  30,  N.  li.,  expires  1864    9,050  00 

J.  H.  Youmans,  N.  half  pier  43,  N.  R.,  expires  1859   1,250  00 

J.  L.  Smith,  half  pier  1  and  bulkhead,  expires  1865   5,100  00 


Piers  in  Use  by  the  Superintendents  of  Streets  for  dumping  Manure^  Ashes,  ^c. 

Pier  foot  of  Vesey  street,  N.  R.  ;  pier  foot  of  Jane  street,  N.  E.  ;  pier  foot  of 
Roosevelt  street,  E.  R.  ;  pier  foot  of  Stanton  street,  E.  R.  ;  pier  foot  of  Watt 
street,  N.  R.  ;  S.  half  pier  foot  of  Gouverneur  street,  E.  R.  ;  pier  foot  of  Jefferson 
street,  E.  K.  ;  pier  foot  of  Sixteenth  street,  E.  R.  ;  pier  foot  of  Eighteenth  street, 
N.  R.  ;  pier  foot  of  Twenty-sixth  street,  X.  R.  ;  pier  foot  of  Forty-seventh  street, 
E.  R.  ;  pier  foot  of  Eighteenth  street,  N.  R. 

John  G.  Whipple,  being  examined,  says  he  is  a  wharfinger. 

405.  How  long  have  you  been  a  wharfinger?  Since  May  1,  1834, 
twenty -two  years. 

406.  Of  what  piers  have  you  the  superintendence  ?  Piers  8  to  15,  East 
river. 

407.  What  did  those  piers  severally  cost  ?    I  do  not  know. 

408.  Do  you  know  the  average  cost  of  building  piers'?  Piers  built  of 
piles  with  a  crib  at  the  end,  cost  about  seventeen  to  nineteen  dollars  the 
running  foot. 

409.  Is  this  cost  irrespective  of  the  depth  of  water?  No,  for  about 
thirty  feet  water.  In  forty  feet  and  upward  the  cost  would  probably  be 
greater. 

410.  What  is  the  cost  of  bulkheads  ?    I  do  not  know. 

411.  How  long  will  the  planking  of  a  wharf  last  ?  Ten  years  with  re- 
pairs from  year  to  year. 

412.  How  are  cargoes  usually  discharged  on  your  wharves?  By  horse 
power. 

413.  If  steam  power  or  manual  labor  were  used,  would  the  planking  last 
longer  than  it  now  does  ?    It  would. 

414.  How  much  longer?    At  least  five  years  longer. 

4 15.  How  many  horses  are  usually  employed  on  your  piers?  Usually 
five  to  six  horses. 

416.  What  is  the  annual  accumulation  of  mud  in  the  slips  of  your  piers? 
It  varies.  In  slips  into  which  the  sewers  discharge  the  accumulation  is 
greater  than  in  others,  and  some  years  it  is  greater  than  in  other  years  : 
thus,  last  winter  when  the  city  authorities  cleaned  the  streets  of  ice  by  con- 
tract, the  contractors  dumped  the  ice  and  mud  into  our  slips  and  they  filled 
very  rapidly.  I  should  think  that  the  average  filling  was  about  a  foot  per 
annum. 

417.  What  is  the  material  excavated  from  your  slips?  Mud,  stone,  bal- 
last, hoop  poles,  shavings,  straw  and  coaj,  in  short  everything  that  consti- 
tutes the  refuse  of  vessels  or  of  the  stores  within  a  quarter  of  a  mile  of  the 
docks. 

418.  Are  your  piers  much  encumbered  with  merchandise?    They  are. 
410.  What  quantity  of  merchandise  lies  on  your  piers  for  twenty-four 

hours  ?    At  least  two  hundred  and  fifty  tons. 


268  New  York  Harbor  Commission  Reports. 


420.  How  much  lies  for  over  twenty-four  hours  and  under  forty-eight 
hour's  ?    From  one  hundred  to  one  hundred  and  fifty  tons. 

421.  How  much  for  three  days?    About  the  same  quantity. 

422.  How  long  have  you  known  merchandise  to  lie  on  your  wharves? 
Three  to  four  weeks. 

423.  Do  you  ever  receive  compensation  for  merchandise  thus  remaining 
on  your  wharves  ?    Not  one  farthing. 

424.  Is  the  practice  of  boring  holes  in  the  decks  and  posts  to  erect  der- 
ricks general?    It  is. 

425.  Is  it  of  serious  injury  ?    Very  great. 

426.  Is  permission  asked  to  make  these  holes  ?  Never. 

427.  Are  not  the  old  holes  used  instead  of  boring  new  ones?  If  it  is 
quite  convenient,  not  otherwise.  I  have  known  half  a  dozen  holes  to  be 
bored  within  a  foot. 

New  York,  Sept.  18,  1856.  .  Johx  G.  Whipple. 

Jacob  Sharpe,  being  examined,  says  he  is  a  dock  builder. 

428.  How  long  have  you  been  engaged  in  building  docks?  About 
fifteen  years. 

429.  What  is  the  average  cost  of  the  piers  and  bulkheads  erected  around 
the  city  of  New  York  ?  It  varies  with  the  depth  of  water  and  the  charac- 
ter of  the  piers.  Bulkheads  cost  about  four  and  a  half  cents  per  cubic  foot. 
Piers  built  of  cribs  and  bridges,  cost  four  and  a  half  cents  per  cubic  foot 
for  the  cribs  and  $35  per  lineal  foot  for  the  intervening  or  connecting 
bridges.  Piers  built  on  piles  cost  $20  per  lineal  foot,  except  for  the  crib  at 
the  liead  of  the  pier,  which  costs  five  cents  per  cubic  foot. 

430.  Which  is  the  better  mode  of  building  piers,  with  cribs  and  bridges, 
or  on  piles  ?    On  piles  where  practicable. 

431.  Is  it  practicable  to  build  on  piles  on  the  shores  of  the  harbor  of 
New  York  yet  unoccupied  by  wharves?    It  is  in  most  places. 

432.  What  obstacles  render  the  construction  of  pile  piers  impracticable? 
Bare,  solid  rocky  bottom. 

433.  Then  though  there  be  a  substratum  of  rock,  yet  if  it  be  covered 
with  mud  for  a  certain  depth,  pile  piers  may  be  erected  ?    They  may. 

434.  What  depth  of  mud  is  necessary  to  hold  them?    About  ten  feet. 

435.  What  is  the  general  depth  of  the  mud  on  the  East  and  North  riv- 
ers, between  Sixtieth  street  on  the  North  river  to  Fourteen. h  street  on  the 
East  river,  near  the  bulkheads  and  shores? 

436.  What  are  the  dimensions  of  the  cribs  of  the  piers  ?  Usually  forty 
by  forty-five  feet,  the  length  dependent  on  the  depth  of  water  and  mud 
through  which  they  must  be  sunk  to  solid  bottom. 

437.  What  is  the  length  of  the  bridges  between  the  crios?  About  thir- 
ty-five feet  long. 

New  York,  August  25,  1863. 

Abraham  Turnure,  being  examined,  says  he  was  a  harbor  master  of  the 
port  of  New  York,  from  1836  to  1848. 

438.  Are  you  acquainted  with  the  harbor  regulations  of  this  port  and 
the  abuses  which  are  practised  ?    I  am. 


Ncio  York  Harbor  Commission  Beports. 


269 


:30.  Are  }  oil  interested  in  ^vllarf  property?  lam  not,  directly  or  in* 
<ii;  rc  tly,  or  in  ves^sels 

-140.  Are  you  of  opinion  that  the  present  wharfage  rates  afford  sulficient 
compensation  to  the  owners  for  the  capital  invested  ?  I  think  they  are  not 
sufficient. 

441.  "What  would  you  deem  an  equitable  increase  of  wharfage  on  the 
assumption  that  the  abuses  to  which  wharves  are  subject,  are  corrected  ? 
At  least  one  hundred  per  cent,  increase. 

442.  "Would  such  an  increase  liave  an  unfavorable  effect  on  the  com- 
merce of  the  city?    I  think  not. 

443.  How  ought  this  tax  to  be  imposed,  on  the  vessel  or  on  the  cargo? 
On  bo:h,  but  the  tax  on  the  ship  ought  to  be  reduced  from  the  present 
rates 

444.  ^Vould  not  a  tax  on  each  article  of  merchandise  be  attended  with 
delay  and  vexation  ?    It  might  be  collected  at  the  custom-house. 

445.  How  could  it  be  collected  by  vessels  not  entering  at  the  custom- 
house ?  By  the  ajipointment  of  an  officer  who  should  be  charged  with  the 
duty  of  collecting  the  tax. 

446.  Do  you  regard  the  Jersey  shore  as  an  eligible  site  for  the  harbor- 
age of  vessels  ?    I  do. 

447.  Is  it  as  good  a  harbor  as  the  New  York  shore  of  the  North  river? 
Quite  as  good  and  in  winter  better,  as  it  is  a  weather  shore. 

44 Are  there  any  greater  objections  to  sending  a  vessel  to  lade  or 
discharge  at  Jersey  City  than  to  a  pier  on  the  New  York  side  of  the  North 
river?  None,  except  the  expense  of  ferriage  and  the  time  lost  in  crossing 
the  river. 

449.  Then  if  the  expense  of  ferriage  were  no  greater  than  the  increased 
expense  of  cartage  from  Hammond  street  to  the  lower  parts  of  the  city, 
the  advantages  incident  to  both  would  be  about  the  same?    They  would. 

450.  Are  not  the  wharves  in  the  lower  parts  of  the  city  crowded  to  their 
full  capacity  ?    They  are. 

451.  To  Jiccommodate  the  increasing  commerce  of  the  port,  vessels  n)ust 
then  go  to  the  upper  parts  of  the  city,  to  Brooklyn,  or  to  the  shores  of  New 
Jersey  ?    They  must. 

452.  Is  the  Jersey  shore  a  better  site  for  the  accommodation  of  vessels 
than  Brooklyn?  It  is,  except  that  the  conveniences  of  crossing  and  re- 
<  i  os>ing  to  New  York  are  at  present  greater  than  between  New  York  and 
J-rsey  City. 

433.  If  the  wharfage  rates  were  greatly  increased  would  not  a  portion  of 
the  commerce  of  New  York  and  Brooklyn  be  transferred  to  New  Jersey? 
I  suppose  it  would. 

■151.  Have  you  not  been  a  Sandy  Hook  pilot?  I  was,  from  1815,  when 
I  was  ap{)rcnticed,  till  1830. 

455.  Have  any  serious  changes  occurred  in  the  rivers  or  harbor  since 
your  acquaintance  with  them  ?  The  currents  in  the  East  river  have  in- 
creased greatly  in  velocity  and  it  is  now  impossible  to  turn  a  ship  of  one 
thousan<l  tons,  even  with  steam  power,  on  a  flood  tide  in  that  river  between 
Fulton  Ferry  and  New  York.  In  winter  the  i-iver  is  often  rendered  im- 
passable by  being  choked  with  small  fields  of  ice  where  formerly  they  would 
have  run  clear. 


270  New  York  Harbor  Commission  Reports. 


450.  To  what  are  tlie?e  changes  attributable  ?  To  the  extension  of  the 
piers  On  both  sides  of  tlie  river. 

457.  Can  you  suggest  any  improvements  that  might  be  made  in  the  nav- 
igafion  of  the  East  river?  The  removal  of  Diamond  and  Coenties  reefs 
would  be  a  great  improvement. 

458.  Do  vessels  frequently  strike  on  thege  reefs?    They  do. 

459.  Is  there  danger  of  vessels  being  wrecked  on  these  reefs  ?  There  is, 
and  if  wrecked,  a  French  or  China  cargo  worth  half  a  million  of  dollars 
miglit  be  seriously  damaged. 

460.  From  an  examination  of  the  piers  on  the  North  river,  are  there 
any  which  will  probably  have  an  injurious  effect  on  the  river  or  harbor? 
The  pier  at  the  foot  of  Thirteenth  street  will  .ave  an  injurious  effect  on 
both. 

461.  Tn  what  respects?  By  creating  an  eddy  below  and  causing  the 
slips  between  that  point  and  Castle  Garden  to  fill  more  rapidly,  and  by  in- 
creasing the  mud  flats  below  Governor's  island. 

462.  Are  masters  of  vessels  in  clearing  up  careful  to  have  the  rubbish 
carted  away,  or  is  it  th»  own  into  the  rivers  ?  It  is  thrown  into  the  rivers 
or  it  disappears  without  being  carted  away. 

463.  What  is  the  general  condition  of  the  wharves  as  to  cleanliness? 
They  are  in  a  filthy  condition. 

464.  Are  cargoes  ever  damaged  from  this  cause  ?    They  are. 

465  How  are  they  as  respects  being  in  good  repair?  They  are  not  in 
as  good  repair  as  they  ought  to  be. 

466.  What  do  you  regard  as  the  most  advantageous  widtii  for  piers  at 
which  vessels  may  discharge  on  either  side  ?  Not  less  than  fifty  feet,  and 
prox  ided  the  goods  be  taken  off  immediately. 

467.  What  is  the  present  width  ?    From  thirty  to  fifty  feet. 

468.  What  is  the  rao.'-t  advantageous  width  of  a  slip?  From  one  hun- 
dred to  one  hundred  and  twenty  feet. 

469.  Will  that  space  admit  two  tiers  of  ships  at  either  pier  and  afford 
sufficient  water  way  between,  for  the  movement  of  a  ship?  There  ought 
to  be  provision  made  but  for  three  tiers  of  large  ships  in  each  slip;  this  I 
regard  as  the  most  economical  provision  of  the  water  of  the  harbor,  if  the 
slips  are  made  wider,  then  the  number  of  piers  is  necessarily  diminished, 
and  the  slips  would  be  occupied  by  unemployed  vessels. 

470.  What  do  you  deem  the  best  elevation  of  piers  above  high  water? 
About  three  and  a  half  to  four  feet. 

471.  Will  that  elevation  best  accommodate  all  classes  of  vessels?  It  will. 

472.  What  is  the  present  elevation  ?    About  three  and  a  half  to  four  feet. 

473.  What  is  the  usual  period  occupied  in  loading  a  ship  of  two  thou- 
sand tons?  A  Liverpool  siiip  loaded  with  despatch  will  load  in  ten  days  to 
a  fortnight ;  a  California  ship  or  New  Orleans  ship,  a  month  or  six  weeks, 
and  f-ornetimes  two  months,  depending  on  the  state  of  freights ;  a  China 
ship  will  load  in  a  fortnight. 

474.  How  long  will  a  ship  of  two  thousand  tons  take  to  discharge  her 
cargo  ?     From  ten  days  to  a  fortnight. 

475.  AVhat  is  the  period  that  usually  elapses  between  the  arrival  and  de- 
pai  tm-e  of  a  ship  of  two  thousand  tons  ?    From*  forty  to  sixty  days. 

476.  Which  will  occupy  more  lineal  feet  of  a  wharf,  a  steamer  or  a  ship 
of  two  thousand  torts?    A  steamer. 


New  York  Harbor  Commission  Reports. 


271 


477.  How  much  more  than  a  ship  ?  A  sliip  of  two  thousand  ton^  is  about 
two  hundred  to  two  liundied  and  fifty,  a  steamer  of  two  thousand  tons  is  at 
least  from  two  hundred  and  fifty  to  three  liundrcd  feet  long. 

478  Are  the  regulations  made  by  the  state  and  the  corporation  for  tlie 
government  of  the  harbor  duly  enforced  ?  'I  hey  are  not,  on  tlie  contraiy 
no  attention  is  paid  to  tlicm  by  any  one.  There  ought  to  be  minute  and 
stringent  regulations  for  the  government  of  tlic  port,  and  Ihey  ought  to  be 
rigorously  enforced  ;  if  they  were,  the  navigation  of  the  harbor  would  be 
prcserv(>d,  and  commerce  would  be  benefited  by  reducing  the  cxp  uses  to 
whicii  it  is  now  subjected. 

479.  What  are  the  effects  of  the  practice  of  exclusive  letting  the  piers? 
Very  prejudicial  to  the  interests  of  commerce. 

480.  In  what  respects  %  Often  in  the  crowded  piers  and  slips,  where 
many  ships  might  be  accommodated,  there  will  be  at  a  pier  let  for  exclu- 
sive use,  perhaps  but  one  or  two  ships,  while  ten  to  twenty  ships  may  be 
waiting. 

New  York,  June  9,  1856.  Abraham  Turnure. 

George  Colyer,  being  examined,  says,  he  is  of  the  firm  of  Colyer  & 
Dugard,  and  that  they  are  engaged  in  the  business  of  dealing  in  timber,  and 
sawyers,  at  the  foot  of  Twenty  eighth  street,  North  river. 

481.  How  long  will  dock  timbers  below  low  water  mark  last  Avithout 
repair?    Around  the  shores  of  New  York,  twenty  years. 

482.  AVhat  is  the  cause  of  their  destruction?  The  ravages  of  the  sea- 
worm. 

483.  Is  the  sea- worm  as  destructive  as  formerly  ?    It  is  not. 

484  To  what  do  you  attribute  this  change  ?  To  the  introduction  of  the 
Croton  water  and  the  discharge  of  the  contents  of  the  sewers  of  tlie  gas 
houses  into  the  rivers. 

485.  Is  the  sea-worm  now  more  destructive  in  the  rivers  at  Jersey  City 
and  Brooklyn  than  in  New  York?  I  presume  it  is,  from  the  absence  of 
fresh  water  on  those  shores.  The  sea-worm  requires  warm,  salt  and  clear 
water;  they  perish  in  cold,  fresh  or  filthy  water,  and  since  the  constructioii 
of  the  sewers  and  the  introduction  of  the  Croton  water,  they  have  almost 
disappeared  from  the  New  York  shores  or  have  ceased  to  commit  serious 
depredations. 

486.  Are  you  a  wharf  owner  ?    I  am. 

487.  Where  are  your  wharves  situated  ?  From  Twenty-  sixth  to  Twen- 
ty-eighth street.  North  river. 

488.  Do  you  deem  the  present  rates  of  wharfage  to  aflTord  suflicient  com- 
pensation for  the  capital  invested?    I  do  not. 

489.  AVhat  increase  on  the  present  rates  would  afford  adequate  compen- 
sation?   They  should  be  increased  to  double  the  present  rates  at  least. 

490.  In  what  respects  are  the  present  laws  regulating  wharves  defective  ? 
Imthe  first  place  there  is  no  summary  process  for  the  collection  of  wharf- 
age ;  and  because  there  is  none,  a  hirge  n mount  of  wharfage  is  lost  to  the 
owner.  Merchandise  may  be  landed  and  lie  on  the  wharf  for  forty-eight 
hours,  and  at  the  expiration  of  that  time  the  consignee  or  owner  is  suhjfcted 
only  to  a  fine  of  $2  50  ;  so  that  virtually  the  owner  has  no  control  over  his 
wharf  property.     Merchandise  is  landed  without  any  regard  to  the  preser- 


272 


New  York  Harbor  Commission  Reports. 


vation  of  the  wharf.  Iron  and  other  heavy  articles  are  thrown  from  ships 
sides  at  an  elevation  of  ten  to  fifteen  feet  |  horse  power  is  used  to  discharge 
cargoes  to  the  rapid  destruction  of  the  flooring  of  wharves,  vessels  are  per- 
mitted to  bore  auger  holes  in  the  flooring  and  string-pieces  of  wharves,  to 
erect  derricks  and  leading  blocks. 

491.  Which  in  your  opinion  is  the  better  mode  of  Imposing  a  wharfage 
tax,  on  the  vessel  or  cargo?    On  the  vessel. 

492.  AVhy  do  you  regard  a  tax  on  the  vessel  as  preferable  ?  Because  a 
tax  on  every  package  would  be  vexatious  and  troublesome  both  to  the  owner 
of  the  merchandise  and  to  the  wharf  owner.  It  would  be  an  indirect  way 
of  obtaining  remuneration  for  the  use  of  the  wharf  which  can  be  obtained 
more  directly  by  imposing  the  tax  on  the  vessel. 

493.  Would  it  be  expedient  to  roof  the  wharves  ?  I  think  it  would  de- 
cidedly in  many  cases,  that  is  to  say,  on  all  wharves  where  valuable  mer- 
cnandise  is  landed,  where  brick  or  timber  are  landed,  roofs  would  be  un- 
necessary. If  the  wharves  were  roofed  vessels  could  discharge  in  foul 
weather,  and  thus  great  facility  be  afforded  to  the  despatch  of  vessels  in  the 
crowded  parts  of  the  city. 

Moody  Cummings,  being  examined,  says  he  is  a  dock  builder. 

494.  How  long  have  you  been  a  dock  builder?    Since  1842. 

495.  What  is  the  average  cost  of  building  docks  composed  of  cribs  and 
bridges?  From  four  cents  to  five  cents,  depending  on  the  depth  of  water 
and  the  size  of  the  cribs,  and  the  bridges  from  thirty  to  thirty-five  dollars 
the  running  foot. 

496.  What  is  the  cost  of  building  pile  docks?  From  twenty-two  to 
twenty-five  dollars  per  running  loot,  depending  on  the  depth  of  water. 

497.  What  is  the  cost  of  re-planking  a  pier  six  hundred  feet  long  by  forty 
feet  wide?    About  $3,500. 

498.  How  long  will  the  planking  of  a  pier  last  where  horses  are  em- 
ployed to  discharge  cargoes  ?    From  two  to  three  years. 

499.  How  long  wher^^  manual  labor  is  alone  employed?    Five  years. 

500.  What  is  the  process  of  repair  when  the  pier  is  much  worn  ?  It  is 
to  sheath  or  put  down  new  plank  on  the  original  flooring. 

501.  What  is  the  cost  cf  sheathing  a  pier  six  hundred  feet  by  forty? 
About  S2,800. 

502.  Which  is  the  better  form  of  piers,  cribs  and  bridges,  or  on  piles? 
Piles  where  practicable,  with  a  crib  filled  with  stone,  at  the  end. 

603.  Is  it  impracticable  to  build  on  piles  in  all  parts  of  the  harbor?  It 
is  on  the  East  river;  on  the  North  river  above  Albany  street,  owing  to  the 
depth  of  mud,  pile  piers  may  be  constructed. 

Moody  Cummings, 
No.  55  West  Twenty-fourth  street, 

Nrw  York,  October,  1856. 


New  York  Harbor  Commission  Reports.  273 


O. 

TESTIMONY  ON  CONDITION  OF  PIEKS,  SLIPS,  &c. 

Charles  A.  Woolsey,  being  examined,  says  he  is  the  superintendent  of 
the  Jersey  City  ferry. 

504    Have  you  ])ccn  in  command  of  vessels  from  this  port?    I  have. 

505.  What  vessels?  Of  the  steamers  Mohegan,  Narragansett,  and  Ben- 
jamin Franklin,  trading  between  this  port  and  Stonington. 

506.  How  long  were  you  in  command  of  these  vessels?  Between  nine 
and  ten  years. 

507.  Would  regulations  requiring  the  sound  steamers  to  land  above  Cor- 
laer's  Hook,  be  prejudicial  to  the  interests  of  the  owners  of  those  boats? 
I  think  not. 

508.  Would  passengers  arriving  or  departing  in  those  boats  be  incom- 
moded by  their  transfer  to  a  point  above  Corlaer's  Hook?  I  think  not, 
for  the  centre  of  population  is  now  far  up  town,  and  the  principal  hotels 
are  also  distant  from  the  present  landing  of  those  boats. 

509.  Would  there  be  much  increased  expense  in  carting  freight  to  and 
from  those  boats,  if  removed  to  the  point  indicated  ?  I  think  not  much, 
perhaps  none,  for  the  loss  of  time  in  taking  goods  to  and  from  the  boats  at 
their  present  landing  is  more  than  equal  to  the  time  required  to  cart  goods 
to  the  upper  parts  of  the  city;  frequently  carts,  from  the  pressure  of  busi- 
ness down  town,  are  three  hours  in  discharging  a  load  on  the  dock  of  these 
steamers. 

510.  Is  the  passage  of  these  boats  through  the  East  river  perilous  to  life 
or  property  ?  I  have  always  considered  that  it  was  very  perilous.  I  liave 
frequently  seen  the  Metropolis,  Plymouth  Rock,  and  Commonwealth,  near- 
ly abreast  of  each  other,  going  through  the  East  river,  while  ten  or  twelve 
ferry  boats  were  crossing,  and  many  small  boats  and  lighters  at  the  same 
time  sailing  on  the  river. 

511.  At  what  rate  do  these  steamers  go  through  the  river?  About  sev- 
enteen miles  per  hour. 

512.  There  is  a  law  of  the  state  requiring  them  to  go  at  not  over  ten 
miles  per  hour  through  the  East  river,  why  is  it  transgressed?  It  is  neces- 
sary that  they  should  sail  at  high  speed  in  order  that  command  may  be  re- 
tained over  them.  If  they  were  propelled  at  the  rate  of  ten  miles,  the 
captain  could  not  have  entire  control  of  the  movement  of  his  vessel,  and 
there  would  consequently  be  more  danger  of  collision. 

513.  What  is  the  tonnage  of  these  steamers?  About  two  thousand 
tons. 

514.  What  are  their  dimensions?  Over  three  hundred  feet  long,  and 
eighty  feet  wide. 

515.  Is  the  passage  through  Hellgate  dangerous?    It  is. 

516-  What  are  the  causes  of  danger?  The  rapidity  of  the  currents  and 
narrow  passage  among  the  rocks. 

517.  How  can  these  dangers  be  lesvsened  ?  By  clearing  out  the  rocks  by 
blasting  ;  this  would  improve  the  set  of  the  currents  and  lessen  their  veloci- 
ty, and  reduce  the  number  of  eddies. 

518.  Can  you  indicate  the      ks  that  form  the  chief  obstructions?  Pot 

18 


274  New  Yorlc  Harbor  Commission  Report 


rock,  Fiyingpan,  Gridiron,  Mill  rock,  Flood  rock,  Bread-and-cheese,  Hogs- 
l:)ack,  and  a  rock  off  Woolsey's  point. 

519.  Do  you  know  the  annual  losj.  of  property  by  these  obstructions? 
I  do  not ;  but  it  must  amount  to  a  large  sum  every  year. 

520.  If  these  obstructions  were  removed,  would  the  commerce  of  this 
port  be  increased  thereby?    I  have  no  doubt  it  would. 

521.  Is  the  Gate  properly  lighted?    It  is  not  lighted  at  all. 

522.  Ought  it  not  to  be?  It  ought.  While  I  was  on  board  the  Benja- 
min Franklin,  the  proprietors  of  the  sound  steamers  had  a  light  at  their 
own  expense  on  Mill  rock. 

523.  What  is  the  mode  that  steamers  dispose  of  their  cinders  and  ashes 
when  they  arrive  at  the  docks?  When  they  begin  to  round  to  in  the  riv- 
er, they  commence  discharging  their  cinders,  and  so  continue  to  discharge 
them  into  the  rivers  and  docks  until  their  furnaces  are  emptied. 

524.  What  is  the  quantity  discharged  from  an  Albany  or  sound  steam- 
er in  this  manner  ?    It  is  safe  to  say  four  tons. 

525.  What  will  be  the  dimensions  of  this  quantity  ?  Four  to  five  cu- 
bic yards. 

526.  Can  you  form  an  estimate  of  the  number  of  steamboats  that  arrive 
here  daily  ?    Of  large  and  small  there  must  be  at  least  one  hundred. 

527.  Is  the  practice  of  discharging  cinders  from  boats  into  the  rivers  and 
docks  general?    It  is — all  do  it. 

528.  What  quantity  of  cinders  do  you  suppose  is  daily  deposited  in  the 
rivers  and  docks  ?  One  hundred  and  fifty  tons  is  not  an  extravagant  esti- 
mate. 

529.  Where  do  these  cinders  find  a  lodgment!  Wherever  thrown  over- 
board— they  sink  immediately,  and  form  a  very  serious  obstruction  to  nav- 
igation. 

530.  If  steamers  were  obliged  to  land  their  cinders,  would  it  cau.='^  them 
much  trouble?  It  would  cause  some,  but  it  is  quite  feasible.  It  is  done 
in  Albany  by  means  of  scows  running  under  the  fire  room  and  receiving 
the  cinders. 

531.  Are  shad  poles  dangerous  to  passing  vessels?  They  are.  I  have 
seen  a  vessel  sunk  in  fifteen  minutes  by  running  foul  of  a  shad  pole. 

532.  What  depth  of  water  are  these  poles  placed  in  ?  All  depths,  from 
six  feet  to  six  fathoms. 

533.  What  is  the  rate  of  ferriage  for  loaded  carts  to  Jersey  City?  Ten 
cents  per  ticket  when  one  hundred  tickets  are  purchased,  twelve  and  a  half 
cents  for  single  ticket. 

534.  What  is  the  time  occupied  in  bringing  a  load  on  a  cart  from  the 
Cunard  docks  in  Jersey  City  to  the  public  stores  in  Wall  street?  About 
twenty  to  twenty-five  minutes. 

535.  To  what  distance  is  this  equivalent  as  respects  time  in  the  city  of 
New  York  ?  To  about  from  the  public  stores  in  Broad  street  to  the  foot 
of  Canal  street. 

536.  What  are  the  rates  of  wharfiige  in  Jersey  City?  Precisely  the 
same  as  in  New  York. 

New  York,  June  26,  1856.  -Charles  A.  Woolset. 

Isaac  Orr,  being  examined,  says  he  has  been  engaged  in  dredging  vari- 
ous parts  of  the  harbor  of  New  York  for  eleven  years. 


New  York  Harhor  Commission  Reports.  275 

537.  What  is  the  annual  amount  of  deposit  in  the  slips  of  New  York  ? 
Oil  the  North  river  the  slips  fill  up  about  (ive  feet  in  three  ycars.§  On  the 
East  river  ab  )nt  a  foot  per  annum. 

538.  What  is  the  annual  deposit  in  the  Brooklyn  slips?  I  do  not  know 
accurately,  but  it  is  less  than  on  the  New  York  side  of  the  East  river. 

539.  What  is  the  cause  of  these  deposits'?  Chiefly  from  tiie  wasli  of  the 
streets  and  sewers  in  New  York  ;  in  the  East  river,  and  on  the  North  river, 
from  these  causes  and  the  mud  brought  down  the  river. 

540.  What  is  the  material  dredged  %  Mud  and  sand  from  the  ends  of 
the  piers  up  to  near  the  bulkheads  where  it  is  chiefly  black  mud  or  loam. 

541.  Do  you  find  in  dredging,  ballast,  brick  or  stone,  that  has  fallen 
overboard  from  vessels?  A  great  deal.  In  some  slips  I  have  dredged 
from  the  bottom  nothing  but  ballast,  in  others  brick  in  large  quantities,  and 
again  I  have  found  great  quantities  of  white  sand  that  has  been  lost  over- 
board in  unloading  vessels  bringing  it  to  the  city  or  from  being  washed 
from  the  piers  or  bulkheads  where  it  was  landed,  by  rains. 

542.  What  other  materials  have  you  found  in  the  slips?  I  frequently 
find  oaken  fenders  at  the  bottom  of  the  slips  which  have  either  been  torn  off 
from  the  piers,  or  fallen  off  by  the  spikes  which  attached  them  to  the  piers 
rusting. 

543.  Do  you  often  find  these  fenders  in  large  numbers?  I  have  found 
a  dozen  in  one  slip,  and  in  every  slip  a  greater  or  less  number. 

544.  What  are  the  dimensions  of  these  fenders  ?  About  ten  feet  long, 
twelve  inches  wide,  by  four  to  five  inches  thick. 

545.  Do  they  sink  because  they  become  saturated  with  water  ?    They  do. 

546.  Where  is  the  material  dre^lged  conveyed?  About  two  to  three 
hundred  feet  beyond  the  heads  of  the  piers  into  the  river. 

547.  Does  it  not  wash  back  into  the  adjacent  slips  ?    I  suppose  it  does. 

548.  Where  do  you  find  the  more  rapid  deposits,  between  piers  built  on 
piles  or  between  those  built  on  cribs  filled  Avith  stone,  and  bridges  ?  Be- 
tween those  built  on  piles. 

549.  Are  you  of  opinion  that  generally  the  slips  between  such  piers  fill 
more  rapidly  ?  lam. 

550.  AVhat  would  be  the  effect  if  the  piers  were  continuous  solid  struc- 
tures from  the  bulkheads  ?  I  think  the  slips  between  them  would  fill  up 
less  rapidly  than  they  do  now. 

551.  What  are  the  gro-unds  of  this  opinion?  There  would  be  slack 
water  there  in  the  slips,  where  now  there  is  just  current  enough  for  mud 
to  be  washed  in  and  deposited.  If  the  piers  were  solid  nothing  would  be 
washed  in  except  the  mud  from  the  sewers  and  streets. 

552.  What  is  the  cost  of  dredging?  About  thirteen  and  a  half  cents 
the  cubic  yard  in  sixteen  to  eighteen  feet . 

What  in  twenty-five  feet  water?    About  twenty  cents. 

Nkw  York,  May  22,  1856.  Isaac  Orr. 

John  Hart,  being  examined,  says  he  is  engaged  in  dredging  slips  in  the 
city  of  New  York, 

553-  How  long  have  you  been  engaged  in  dredging  in  the  city  of  New 
York  ?    Twenty-five  years. 

554.  At  what  rate  do  the  slips  fill  per  annum  ?  From  Coenties  slip  to 
Fulton  street.  East  river,  at  the  rate  of  about  one  foot  per  annum ;  thence 


276  New  York  Harbor  Commission  Reports. 


up  the'  river  to  Corlaer's  Hook,  owing  to  the  influence  of  the  tide 
setting  through  Buttermilk  channel,  only  about  one  half  the  slip  nearest 
the  bulkhead  fills,  and  that  at  the  rate  of  six  inches  per  annum.  As  a  gen- 
eral rule  the  slips  on  the  North  river  do  not  fill  as  rapidly  as  on  the  East 
river,  excepting  at  the  bulkhead. 

555.  What  are  the  causes  of  the  filling  of  the  slips  ?  The  contents  of 
the  sewers  washed  into  the  slips,  the  practice  of  dumping  night  soil  from 
the  docks,  throwing  in  rubbish,  hoop  poles,  shavings,  &c.,  discharging 
brick,  stone,  and  ballast,  from  vessels. 

556.  If  the  streets  of  the  city  were  kept  clean  would  the  sewers  have 
any  influence  in  filling  the  slips  ?    Very  little. 

557.  Where  do  you  deposit  the  material  dredged  %  We  try  to  deposit 
it  in  the  stream  three  hundred  feet  from  the  ends  of  the  piers. 

558.  Is  it  not  washed  back  into  the  adjacent  slips  %  Not  in  the  East 
river,  it  finds  its  way  over  probably  to  the  Jersey  flats. 

559.  What  is  the  cost  of  dredging  ?  About  thirteen  cents  the  cubic  yard. 
560-  Is  that  irrespective  of  the  depth  of  water  1    Yes,  we  make  no 

difference. 

561.  Would  slips  between  solid  piers  fill  up  more  rapidly  than  piers 
built  on  piles,  so  as  to  admit  of  the  flow  of  water  through  them  ?  They 
would. 

562.  Are  there  any  continuous  solid  piers  in  the  city?  There  are,  the 
pier  at  the  Novelty  works  is  a  solid  pier,  so  is  pier  49  East  river. 

563.  Do  you  find  the  slips  adjacent  to  the  piers  to  fill  more  rapidly 
than  the  slips  between  piers  on  piles  *?    I  do. 

564.  At  what  rate  do  thev  fill  in  comparison  with  those  between  open 
piers  ?    Two  to  one- 

565.  What  description  of  piers,  those  built  of  cribs  and  bridges  or  those 
of  parallel  piles,  are  the  best  to  keep  an  open  water  way  in  the  slips  ? 
Those  of  parallel  piles. 

566.  Can  you  suggest  any  mode  to  prevent  the  accumulation  of  mud  in 
the  slips  ?  To  have  an  open  water  way  in  every  pier  of  at  least  thirty 
feet  wide  from  the  bulkhead  to  the  first  crib,  to  give  a  current,  to  have 
the  streets  tlioroughly  cleansed  so  that  no  dirt  will  be  washed  into  the 
sewers,  to  have  proper  regulations  to  prevent  rubbish  being  thrown  into 
the  docks  from  carts  and  vessels,  and  have  the  piers  properly  swept. 

John  Hart. 

New  York,  August  18.  1856. 

Cornelius  B.  Ilulsart,  being  examined,  says  he  was  an  inspector  of  dredg- 
ing for  six  years. 

567.  By  whom  were  you  appointed  ?    By  the  street  commissioner. 

568.  At  what  rate  do  the  slips  on  the  North  river  fill  %  At  various 
rates.  Where  hay  sloops  come  in  and  discharge,  the  slips  fill  very  rapidly 
from  the  hay  falling  overboard  and  becoming  saturated  with  water  sinks 
to  the  bottom.  So  at  the  slips  where  vessels  loaded  with  brick  discharge, 
they  fill  very  rapidly  from  the  careless  discharge  of  the  cargo.  The 
dumping  grounds  where  the  rubbish  of  the  city  is  carried  to  be  taken  in 
vessels  also  fill  up  rapidly.  A  wharf  in  each  ward  on  the  rivers  is  ap- 
propriated for  this  purpose.    Among  other  causes  of  the  filling  of  the 


New  York  Harbor  Commission  Reports.  277 


slips  may  b3  mentioned  the  practice  of  tin-owing  large  loads  of  shavings 
into  th'i  docks  which  soon  become  saturated  and  sink,  and  the  practice  of 
throwing  night  soil  into  the  slips  ;  the  careless  discharge  of  ballast  and 
sand,  and  the  general  practice  of  steamboats  throwing  in  the  cinders  and 
ashes  from  their  furnaces.  In  the  neighborhood  of  the  markets  tlie  docks 
fill  very  rapidly  from  the  discharge  of  offal,  decayed  vegetables,  and  oys- 
ter shells  ;  at  the  slip  between  Dcy  and  Fulton  streets  I  recollect  that  we 
dredged  up  ten  feet  vertically  of  oyster  shells  which  had  been  thrown  in 
from  the  oyster  boats  that  came  in  at  that  slip.  At  Fulton  market  large 
quantities  of  decayed  fish  are  thrown  into  the  slip  which  serve  to  fill  it ; 
Again,  on  the  North  river  from  Ploratio  street  down  to  Spring  street, 
many  large  stones  in  being  landed  are  lost  in  the  slips,  and  from  their  great 
weight  no  attempts  are  made  to  recover  them. 

569.  What  do  you  suppose  to  be  the  annual  accretion  of  mud  in  the 
slips  of  the  North  river,  from  sewers  and  the  streets  and  the  sediment 
brought  down  from  the  upper  parts  of  the  river  ?  I  cannot  give  a  precise 
answer  to  that  question,  but  I  think  about  nine  feet  in  seven  years. 

570.  How  much  on  the  East  river  ?  I  am  acquainted  with  the  filling 
in  of  but  one  slip  on  the  East  river,  that  at  the  foot  of  Roosevelt  street, 
there  the  filling  was  at  about  the  same  rate. 

571.  Where  is  the  material  dredged  deposited?  The  ordinance  of  the 
corporation  requires  the  material  to  be  thrown  into  the  rivers,  three  hun- 
dred feet  from  the  end  of  the  piers,  but  the  practice  is  to  discharge  it  at 
from  fifty  to  one  hundred  and  fifty  feet  beyond  the  ends  of  the  piers.  I 
observed  last  fall  in  the  month  of  November  that  at  one  J«lip  which  was 
being  dredged,  ten  out  of  nineteen  loads  or  about  one  half  were  dumped 
into  the  river  at  about  fifty  feet  from  the  pierheads. 

572.  Are  the  stone  and  brick  dredged  also  deposited  in  the  river? 
Invariably. 

573.  What  are  the  duties  of  the  public  inspector  of  dredging.  To  see 
that  the  slip  is  dredged  to  the  depth  required  by  the  resolution  of  the  com- 
mon council  ;  to  see  that  the  scows  are  filled,  because  they  determine  the 
measure  of  the  quantity  excavated,  and  to  see  that  it  is  deposited  at  the 
distance  in  the  river  required  by  the  ordinance. 

574.  Does  not  the  mud  thus  deposited  find  its  way  back  into  the  adja- 
cent slips  %  It  does  on  the  North  river,  or  a  large  portion  of  it.  In  the 
East  river  the  currents  are  so  strong  that  probably  it  is  carried  off  alto- 
gether from  the  city. 

575.  But  does  it  not  find  a  place  of  deposit  somewhere  in  the  waters  of 
the  harbor  ?    It  undoubtedly  does. 

Cornelius  B.  Hulsai:t. 

New  York,  June  7,  1856. 

Ephraim  Morris,  being  examined,  says  he  is  of  the  firm  of  INIorris  & 
Cummings,  and  that  they  are  engaged  in  dredging  the  slips  of  the  harbor. 

576.  How  long  have  you  been  engaged  in  dredging  '?    About  nine  years. 

577.  What  is  the  rate  of  filling  in  the  slips  per  annum?  On  the  North 
river  about  five  feet  in  three  years.  At  the  Cunard  docks  at  Jersey  City, 
where  they  require  twenty-three  feet  of  water,  we  take  out  ten  feet  of  mud 
annually. 


278 


New  York  Harhor  Commission  Reports. 


578.  'What  is  the  cause  of  filling  in  the  docks  on  the  New  York  side? 
The  sewers  chiefly. 

579.  Do  you  find  ballast,  brick,  or  other  material,  which  has  been  thrown 
or  fallen  into  the  river  ?  We  find  bricks  in  large  quantities  where  bricks 
are  landed,  also  dirt  and  rubbish  where  they  are  discharged  into  vessels. 

580.  What  else  do  you  find  at  the  bottoms  of  the  slips  %  We  have 
found  rosin,  hoop-poles,  but  the  worst  material  and  in  the  largest  quanti- 
ties is  cinders  thrown  overboard  from  steamboats.  We  also  find  oak  fen- 
ders, spars,  and  other  lumber,  at  the  bottom. 

581.  Where  do  you  deposit  the  material  dredged?  In  the  channels  of 
the  rivers. 

582.  What  is  the  cost  of  dredging?  Fifteen  cents  per  cubic  yard  in 
from  five  to  twenty-five  feet  water. 

Ephraim  Morris. 

June,  1856. 

Engineer's  Office,  > 
Croton  Aqueduct,  Sept  15,  185G.  > 
My  Dear  Sir  :  In  answer  to  your  several  interrogatories,  I  have  the 
pleasure  of  re}>lying  as  follows  : 

583.  "NV^hat  is  the  number  of  miles  of  sewers  in  the  city  of  New  York  ? 
About  one  hundred  and  forty  miles. 

584.  Are  they  all  connected  with  main  sewers  which  discharge  their 
contents  into  the  North  and  East  rivers  ?  All,  either  directly  or  through 
others,  discharge  into  the  river. 

585.  What  provision  is  made  to  prevent  the  solid  matter  carried  into 
the  sewers  from  being  discharged  iiito  the  rivers?  None. 

586.  Is  not  a  considerable  portion  of  the  dirt  and  rubbish  of  the  streets 
washed  into  the  sewers  by  the  rains  ?  Yes. 

587.  Can  you  form  an  estimate  of  the  proportion  of  solid  matter  wash- 
ed into  the  sewers,  which  is  carried  into  the  rivers?  No. 

588.  What  is  the  quantity  of  solid  matter  taken  out  of  the  wells  of  the 
sewers  annually  ?  From  the  basins  at  the  corners  of  the  streets,  about 
twelve  tliousand  five  hundred  loads  were  taken  out  last  year.  The  num- 
ber of  loads  taken  from  the  sewers  themselves  is  not  known,  as  no  account 
has  been  kept  of  them  until  recently;  most  of  the  sewage  matter  which 
(passing  the  basins)  gets  into  the  sewer  is  carried  through  them  into  the 
river. 

589.  Can  you  suggest  any  more  effectual  mode  of  preventing  the  solid 
materials  received  into  the  sewers  from  being  carried  into  tlie  rivers,  which 
your  department  has  not  by  law  the  power  to  adopt  ?  If  the  sewers  were 
built  whcsi  required,  and  not  left  unbuilt  until  asked  for,  this  could  be  so 
arranged  as  to  have  but  few  outlets  or  outfall  sewers  ;  and  at  the  mouths 
of  these  few,  arrangements  could  be  made  to  receive  and  collect  the  sew- 
erage. 

590.  Can  you  suggest  any  mode  by  which  the  streets  will  be  more  thor- 
oughly cleansed  so  as  to  prevent  the  wash  of  dirt  and  rubbish  into  the  sew- 
ers ?  Efficient  and  faitliful  officers  in  that  department  which  are  more 
likely  to  be  obtained  by  appointment  than  by  election.  The  power  granted 
the  department  by  law  is  amply  sufficient  to  have  the  streets  as  clean  as  a 
sidewalk. 


Neio  York  Harhor  Commission  Reports.  279 


591.  What  are  the  means  adopted  in  London  and  Paris,  to  prevent  the 
deposit  of  dirt  from  sewers  in  the  Thames  and  Seine,  and  are  they  elFectu- 
al  ?  There  are  no  means  that  I  know  of  which  have  been  generally  adop- 
ted or  attempted. 

Very  res^^ectfully  and  truly  your  obedient  servant, 

A.  AV.  ClarivE. 

James  Bowen,  Esq., 

Harhor  Commission,  30  Broadway. 

i 

Daniel  Ewen,  being  examined,  says  he  is  a  city  surveyor. 

592.  Plow  long  have  you  been  a  city  surveyor?    Since  1818. 

593.  Are  you  acquainted  with  the  grades  of  the  city  as  at  present  estab- 
lished ?    I  am. 

594.  If  the  line  of  solid  filling  on  the  North  river  be  the  Twelfth  avenue, 
or  the  present  shore  line  where  the  Twelfth  avenue  is  interior  of  the  shore, 
what  effect  would  it  have  on  the  grades  of  the  streets  of  the  city '?  No  ma- 
terial effect. 

595.  Do  you  regard  the  area  between  the  Twelfth  and  Thirteenth  ave- 
nues as  necessary  for  the  purpose  of  depositing  surplus  earth  and  rock  in 
opening  and  grading  the  streets  in  the  upper  part  of  the  city  ?    I  do  not. 

596.  Where  could  the  surplus  be  deposited?  If  the  grades  of  the  city 
be  properly  regulated,  there  Avill  be  no  material  surplus  beyond  what  is 
necessary  to  fill  in  to  the  Twelfth  avenue. 

597.  What,  in  your  opinion,  ought  to  be  the  proper  mode  of  regulating 
the  high  lands  on  the  North  river  between  Sixtieth  street  and  Manhattan- 
ville,  and  thence  to  Spuyten  Duyvil  creek?  The  regulations  ought  to  con- 
form as  near  as  possible  to  the  present  surface  of  those  heights,  with  open- 
ings or  streets  at  intervals  of  half  a  mile  to  the  river  from  the  interior  of 
the  island.  The  Twelfth  avenue  ought  to  be  about  five  or  six  feet  above 
extreme  high  water,  and  that  would  afford  a  sufficient  passage-way  along 
the  river  for  all  purposes. 

598.  What  effect  would  such  regulations  have  upon  the  value  of  the  ad- 
jacent property?  I  think  it  would  increase  its  value.  It  would  save  the 
owners  the  expense  of  cutting  down  through  solid  rock,  it  would  accelerate 
the  progress  of  improvement  and  settlement.  That  it  would  not  diminish 
the  value  of  property  may  be  seen  in  the  fact  that  the  terraced  land  in 
Brooklyn  is  the  most  valuable  in  that  city. 

599.  Would  such  regulations  have  an  unfavorable  effect  on  tlie  com- 
merce of  the  city  ?  No  :  there  is  a  sulHcient  area  of  flat  land  below  Four- 
teenth street  for  the  commerce  of  the  world,  but  there  is  a  uniform  fiat 
surface  from  the  Batteiy  to  Thirty-fourth  street. 

Daniel  Ew^en. 

New  York,  August  23,  1856. 

Edwin  Smith,  being  examined,  says  he  is  a  city  surveyor. 

600.  How  long  have  you  been  a  cily  surveyor  ?    Twenty-five  years. 

601.  Are  you  acquainted  with  tlie  grades  of  the  city?  I  am.  I  was 
the  chairman  of  the  commission  appointed  by  the  corporation  in  185I-'53, 
to  revise  the  gi*ades  of  the  city,  and  the  grades  recommended  by  that  com- 


280  New  York  Harbor  Commission  Reports. 


mission  from  Forty-second  to  Eighty-second  streets,  were  adopted  by  the 
corporati'on  ;  above  that  point  they  were  modified  and  changed  from  the 
grades  recommended  by  the  commission. 

C02.  Have  you  read  Mr.  Ewcn's  testimony  in  respect  to  a  change  of 
grades  necessary  if  the  Twelfth  avenue  be  the  line  of  solid  filling,  and  are 
your  views  in  unison  with  his  ?    They  are. 

Edwin  Smith. 

August  28,  185G. 

Charles  Turner,  being  examined,  says  he  is  a  deputy  street  commis- 
sioner. 

603.  How  long  have  you  been  deputy  street  commissioner?  Six  years 
and  seven  months. 

604.  Are  you  fomiliar  with  the  grades  of  the  citj  ?    I  am. 

605.  Have  you  read  the  testimony  of  Daniel  Ewen  and  Edwin  Smith, 
city  surveyors,  and  do  you  agree  with  them  in  the  opinions  they  have  ex- 
pressed in  tlieir  testimony?    I  do. 

Charles  Turner. 

New  York,  August  28,  1856. 

Alexander  H.  Schultz,  being  examined,  says  he  is  a  harbor  master  of  the 
port  of  New  York. 

606.  How  long  have  you  been  a  harbor  master  ?    Eight  years. 

607.  What  are  your  duties  as  harbor  master  ?  To  station  and  regulate 
vessels,  to  indicate  proper  berths  for  them  at  the  docks  in  ray  district,  re- 
move them  therefrom  when  they  have  discharged  and  taken  in  their  car- 
goes, and  a  general  supervision  of  all  vessels  in  my  district. 

608.  Have  you  held  any  other  othce  in  which  you  have  acquired  in- 
formation with  respect  to  vessels,  docks,  &c.  ?  I  have  been  master  of 
various  steamboats  plying  in  the  harbor  of  New  York  for  several  yi^ars, 
and  I  was  the  chairman  of  the  committee  on  wharves,  piers,  and  slips,  of 
the  boards  of  aldermen  and  assistant  aldermen  in  the  years  1847,  '48, 
and  '49. 

609.  Do  the  present  rates  of  wharfage  afford  a  sufficient  compensation 
to  the  wharf  owners  for  the  capital  invested  in  this  description  of  property 
In  my  opinion  they  do.    Thus  the  wharves  between  the  Battery  and  Ham- 
mond street.  North  river,  have  produced  an  average  revenue  of  15  per 
cent  upon  the  cost  of  their  construction. 

610.  Are  the  piers  on  the  East  river  equally  remunerative?  They  are 
in  my  opinion  still  more  remunerative  as  far  as  Tenth  street. 

611.  As  it  respects  the  piers  above  Hammond  street  on  the  North  river 
and  Tenth  street  on  the  East  river,  what  is  the  average  ratio  of  compensa- 
tion ?  Not  so  great  as  below,  but  sufficient  to  pay  on  the  cost  of  con- 
struction, say  on  the  average,  six  per  cent.  Some  of  the  upper  docks, 
however,  built  by  the  corporation  pay  little  or  no  revenue — thus  the  pier 
at  ISIanhattanville  which  must  have  cost  $40,000  will  bring  a  revenue  of 
not  over  |200  per  annum,  but  affording  facilities  for  the  landing  of  prop- 
erty and  for  public  conveniences  adds  to  the  value  of  taxable  property  and 
hence  affords  compensation  though  indirectly  to  t'lie  corporation  which 
constructed  it. 


New  York  Harbor  Commission  Reports.  281 


G12.  From  your  opportunities  of  observation  as  harbor  master,  can  you 
determine  the  length  of  time  tlie  flooring;  of  a  wharf  will  last  where  horse 
power  is  u.=ed  to  discharge  cargoes?  If  tlie  flooring  be  of  white  pine  it 
will  last  about  five  years,  if  of  other  timber  three  years. 

613.  If  manual  labor  only  be  used,  how  long  will  it  last  ?  It  will  last 
longer,  but  the  precise  period  of  time  I  cannot  determine. 

614.  Are  the  Avharves  much  encumbered  by  merchandise  being  permit- 
ted to  remain  on  them  ?  I  think  not — as  a  general  practice,  cargoes  arc 
removed  from  the  vessels  as  rapidly  as  landed  ;  tliere  are  exception^,  how- 
ever— lighters,  for  instance,  will  deposit  their  cargoes  of  heavy  merchan- 
dise, such  as  sugar  and  molasses,  cotton  and  tobacco,  on  the  wharves  which 
is  frequently  left  there  for  a  day  or  two,  or  sometimes  till  sold.  Indeed,  all 
descriptions  of  heavy  merchandise  that  will  not  injure  by  exposure  to  the 
weather,  more  or  less  encumber  the  wharves. 

615.  Are  these  encumbrances  serious  hinderances  to  the  lading  and  dis- 
charge of  vessels  ?    They  are. 

616.  Is  the  practice  of  encumbering  the  wharves  in  the  manner  you 
mention  general  on  all  the  wharves  of  the  city,  or  only  on  those  in  the 
upper  part  of  the  city  where  wliarves  are  less  occupied  by  vessels  ?  It  is 
general — though  I  refer  chiefly  to  the  wharves  in  the  upper  part  of  the 
city. 

617.  Why  is  this  practice  permitted  to  exist?  Lighters  bring  their 
cargoes  to  a  wharf,  discharge  them  and  depart  before  officers  can  be  ob- 
tained to  stop  them. 

618.  Can  you  suggest  any  remedy  for  this  evil?  If  every  ligliter  were 
numbered  and  licensed  by  a  competent  authority,  I  think  the  evil  would 
be  corrected.  They  ought  also  to  pay  the  usual  rates  of  wharfage  impos- 
ed on  other  vessels  of  the  same  tonnage. 

619.  Are  the  lighters  sailed  by  the  owners?  Very  seldom.  They  are 
sailed  by  a  comparatively  irresponsible  class  of  watermen. 

620.  Do  you  know  the  annual  deposit  of  mud  in  the  slips  and  around 
the  piers  of  the  East  and  North  rivers  ?  I  suppose  the  deposit  is  about 
one  foot  per  annum.  I  infer  that  this  is  the  amount  of  annual  deposit 
from  the  fact  that  I  have  had  to  dredge  out  slips  of  which  I  had  charge, 
in  former  years  about  five  feet  every  five  years. 

521.  To  what  do  you  attribute  this  accretion  of  mud?  To  tlie  wash 
of  the  streets  and  of  the  sewers,  chiefly  to  the  wash  of  the  sewers. 

622.  If  the  sewers  were  carried  to  the  extremities  of  the  piers  would 
this  evil  be  corrected  ?    In  a  great  measure. 

623.  Would  not  the  debris  then  be  carried  down  into  the  harbor  and 
find  a  lodgment,  adding  to  or  making  shoals  ?  I  think  the  ebb  current  is 
sufficiently  strong  to  carry  it  out  to  sea  and  the  direction  of  the  flood  be- 
ing toward  the  Jersey  shore,  any  earth  discliarged  into  the  river  will  be 
carried  to  that  shore  by  the  flood  tide.  I  refer  now  to  the  North  river — 
as  it  respects  the  East  river  the  ebb  setting  at  four  to  five  knots  would  cer- 
tainly carry  clear  of  the  river  the  contents  of  the  sewers,  though  the  tlood 
would  set  it  into  Corlaer's  Hook. 

624.  Are  the  cinders  from  steamboats  thrown  into  the  rivers  and  slips  ? 
It  is  a  general  practice  for  steamboats  to  throw  their  cinders  into  the  river 
as  they  round  to  at  the  docks,  and  oftentimes  they  are  thrown  into  the 
slips. 


282 


Neio  York  Harbor  Commission  Beports. 


G25.  What  is  the  discharge  of  cinders  from  aa  ordinary  sized  steam- 
boat ?  '  About  a  cart  load,  or  a  cubic  yard. 

626.  Can  you  form  an  opinion  of  the  daily  deposit  in  the  rivers  and 
docks  from  this  practice  ?  I  can  only  form  an  approximate  estimate. 
There  must  be  at  least  one  hundred  steamboats  and  tugs  that  daily  lay  up 
at  New  York.  The  amount  of  cinders  that  are  daily  deposited  in  the 
docks  must  then  be  at  the  least  one  hundred  cart  loads  or  one  hundred 
cubic  yards  per  day. 

627.  There  is  an  ordinance  of  the  corporation  forbidding  this  practice, 
why  is  it  not  enforced  ?  Because  it  is  difficult  if  not  impossible  to  dis- 
cover who  on  board  the  steamer  throws  the  cinders  into  the  river.  I  once 
prosecuted  a  steamboat  captain  for  this  offence,  but  I  could  not  prove  who 
committed  the  offence,  and  the  court  dismissed  the  complaint. 

628.  If  the  penalty  attached  to  the  boat  would  that  probably  put  a  stop 
to  the  practice  ?    It  would. 

629.  Would  it  be  of  serious  inconvenience  to  steamers  if  they  were 
compelled  to  land  their  cinders  ?  No  more  than  to  land  a  load  of  any 
other  material.  The  corporation  of  the  city  should  have  carts  for  the 
purpose  of  removing  it  from  the  wharves. 

630.  What  is  the  general  condition  of  the  wharves  as  to  cleanliness  ? 
They  are  generally  in  a  bad  state  as  to  cleanliness. 

631.  Is  such  the  condition  of  all  the  wharves,  both  private  and  those 
owned  by  the  corporation  ?    It  is. 

632.  Is  merchandise  ever  injured  by  being  landed  on  unclean  wharves? 
Flour  is  oftentimes  affected  as  to  money  value  by  the  barrels  becoming  soiled, 
though  the  flour  itself  is  not  injured. 

633.  Would  it  be  expedient  to  have  the  wharves  covered  ?  I  think  it 
would ;  cargoes  could  then  be  landed  in  all  weather,  while  now  only  when 
it  is  clear.  The  docks  also  would  last  much  longer.  In  every  respect  I 
think  it  would  be  much  better  if  the  wharves  were  roofed. 

634.  If  the  wharfage  tax  or  other  local  taxes  on  shipping  were  unduly 
increased,  wouM.  such  increase  affect  unfavorably  the  commerce  of  New 
York,  and  in  what  manner  ?  I  think  any  increase  of  charges  would  be 
injurious  to  commerce,  believing  that  the  low  charges  have  been  among  the 
chief  reasons  for  the  concentration  of  commerce  at  this  port,  and  tiiat  a 
material  increase  of  charges  would  have  the  effect  of  driving  commerce  to 
the  opposite  shores  of  New  Jersey. 

635.  Is  the  New  Jersey  shore  favorably  situated  for  the  accommodation 
of  vessels?  Yes.  If  anything  more  favorable  than  the  shore  of  the 
North  river  in  New  York. 

636.  In  what  respect  is  it  more  favorable  ?  It  is  easer  of  access  for 
vessels  from  sea,  and  vessels  outward  bound  can  sail  thence  with  a 
wind  from  every  quarter,  except  an  easterly  wind  ;  again  it  is  a  windward 
shore,  and  vessels  may  remain  at  their  bertlis  until  ready  for  departure, 
while  on  the  shores  of  New  York  vessels  are  frequently  hauled  into  the 
stream  and  remain  for  several  days  waiting  for  a  favorable  wind.  In  the 
winter,  also,  the  Jersey  shore  is  more  favorable,  because  the  ice  sets  on 
the  New  York  shore,  while  the  Jersey  shore  is  free  from  this  obstacle.  In 
every  respect  I  regard  the  Jersey  shore  as  the  better  harbor. 

637.  Are  the  port  charges  of  New  Jersey  the  same  as  those  of  New 


New  York  Harbor  Commission  Reports.  283 


York  ?  They  are  the  same  as  those  of  New  York  in  every  resjjecf,  except 
the  rates  of  wharfage,  which  I  understand  are  somewhat  less  than  those  of 
New  York. 

638.  Does  Jersey  City  and  the  vicinity  form  a  separate  United  States 
custom-house  district?  Jersey  City  and  the  whole  of  the  North  river 
shore  on  the  New  Jersey  side,  is  in  the  custom-house  district  of  New 
York. 

639.  Then  to  enter  vessels  at  tlie  custom-house  arriving  at  Jersey  City, 
it  is  not  necessary  for  the  owner  or  consignee  to  go  there  for  that  purpose  ? 
It  is  not. 

640.  Are  there  not  some  advantages  connected  with  the  lading  and  dis- 
charge of  a  vessel  at  New  York,  which  if  she  were  at  Jersey  City  she 
would  be  deprived  of?  I  know  of  none  except  that  tlie  cartage  is  some- 
what less  in  New  York,  that  is  balanced  by  the  greater  facilities  of  load- 
ing and  discharging  at  Jersey  City,  consequent  upon  having  more  room  for 
these  purposes  on  the  docks  ;  again,  lighters  can  always  go  alongside  of 
vessels  at  Jersey  City,  while  from  the  crowded  state  of  tTie  New  York 
wharves  they  cannot  sometimes  get  near  the  vessel  for  two  or  three  days. 

641.  How  much  more  is  the  cartage  from  Jersey  City  to  the  custom- 
house warehouses  than  from  Canal  street  on  the  North,  or  Dover  street  on 
the  East  river  ?  It  would  be  about  ten  cents  per  load,  being  the  price  of 
ferriage. 

642.  Which  is  the  more  eligible  site  for  foreign  commerce,  Brooklyn  or 
Jersey  City?    Jersey  City. 

643.  In  what  respects  is  it  more  advantageous?  In  the  first  place, 
Brooklyn  is  on  a  lee  shore,  the  currents  of  the  river  are  very  strong  so  as  to 
render  necessary  the  employment  of  steam  power  to  handle  almost  every 
vessel,  while  in  the  winter  the  ice  sets  on  the  docks  instead  of  from  them, 
as  on  the  Jersey  shore. 

644.  What  is  the  cost  of  cartage  from  the  central  wharves  of  Brook- 
lyn to  the  warehouses  of  New  York,  compared  with  the  rates  from  Jersey 
City  ?    About  the  same. 

645.  What  width  of  pier  is  most  advantageous  at  which  large  ships 
may  be  unloaded  on  either  side  ?    Forty  feet. 

646.  What  width  for  coasting  vessels  of  small  craft  ?    The  same. 

647.  What  is  the  most  advantageous  width  of  water  between  long 
parallel  piers  ?    Two  hundred  feet. 

64S,  Will  that  space  admit  of  two  tiers  of  large  vessels  to  be  at  either 
pier  and  afford  sufficient  water  way  between,  for  the  movement  of  a  ship  ? 
It  will  ;  all  water  way  in  slips  over  fifty  feet  wide  is  wasted. 

649.  Would  a  single  line  of  vessels  on  each  side  of  a  pier  be  the  most 
advantageous  or  in  consideration  of  probable  want  of  space,  would  it  be 
best  to  make  the  slip  wide  enough  for  a  second  line  of  vessels?    It  would. 

650.  Might  such  considerations  make  it  proper  to  provide  for  a  third 
line  of  vessels  ?  No,  the  expense  and  difficulty  of  unloading  and  loading 
the  third' tier  of  vessels  would  be  too  great. 

651.  Do  you  know  of  any  impediments  to  the  navigation  of  the  har- 
bor that  is  practicable  to  remove?  Diamond  and  Prince's  reefs  are  seri- 
ous obstacles  to  navigation.  The  practice  of  placing  shad  poles  in  the 
rivers  and  bay  has  become  within  a  few  years  a  great  evil,  and  ought  to 
be  abated. 


284 


New  Yoi'h  Harbor  Commission  Reports. 


652.  In  what  respect  are  they  injurious  ?  They  often  pierce  the  bot- 
toms of  vessels  or  tear  off  their  copper,  and  break  the  wheels  and  buckets 
of  steamboats.  The  damage  done  to  steamboats,  of  which  I  can  speak 
from  personal  knowledge,  is  a  considerable  item  of  expense  in  every  boat 
plying  in  this  harbor. 

C53.  AYhat  are  the  dimensions  of  these  poles?  They  vary  in  size  ac- 
cording to  the  depth  of  water  they  a:e  placed  in  ;  they  are  from  fifteen  to 
fifty  feet  long,  and  from  four  inches  to  a  foot  in  diameter. 

654.  In  what  depth  of  water  are  they  placed  ?  They  are  placed  verti- 
cally in  straight  lines  in  from  ten  to  forty  feet  of  water  projecting  generally 
above  the  surface  three  to  five  feet,  but  they  are  often  broken  off  a  few 
inches  below  the  surface,  so  that  they  cannot  be  seea  from  the  deck  of  a 
vessel.  When  thus  invisible  they  are  as  dangerous  to  ships  and  steamboats 
as  snags  in  the  Mississippi. 

655.  Are  they  placed  in  the  channels  of  the  harbor?  Yes,  in  every  part 
of  it.  In  the  shad  fishing  season  there  must  be  several  hundred  between 
Manhattanville  and  the  Narrows,  directly  in  the  channel  way. 

656.  Do  you  know  of  any  vessel  that  has  been  seriously  injured  by  them  % 
The  steamer  Arago  of  over  two  thousand  tons,  trading  to  Havre,  had  a  liole 
made  in  her  bottom  by  one  of  these  poles  a  short  time  since,  and  I  under- 
stand the  Repairs  of  the  damage  cost  her  owners  something  near  two  thou- 
sand dollars. 

657.  AVas  she  coming  in  or  going  out  of  port  ?  Coming  in  ;  had  she  been 
going  out  the  damage  would  have  been  much  greater,  for  she  would  have 
had  to  return,  unload  her  cargo  to  go  on  to  the  dry  dock,  and  been  delayed 
a  fortnight  in  port. 

New  York,  August,  1856.  A.  H.  Shultz. 

Leonard  W.  Brainard,  being  examined,  says  he  is  a  harbor  master. 

658.  How  long  have  you  been  a  harbor  master?    Since  last  June 

659.  Where  is  your  district  ?  From  Fulton  ferry  to  the  Atlantic  dock, 
Brooklyn. 

660.  How  many  harbor  masters  are  there  for  the  port  of  New  York? 
Eleven. 

661.  How  are  their  duties  distributed  ?    By  districts. 

662.  What  is  the  basis  of  distribution — is  it  the  area  of  wharves  or  the 
tonnage  of  vessels?  It  is  an  arbitrary  division  without  reference  to  either. 
Originally  there  were  two  harbor  masters,  who  probably  divided  the  duties 
between  them,  and  as  the  number  was  Increased,  districts  were  made  be- 
yond the  bounds  of  original  jurisdiction,  without  much  reference  to  the 
amount  of  shipping. 

663.  What  are  the  boundaries  of  the  several  districts  ?  I  do  not  know 
precie^ely,  further  than  there  are  nine  districts  in  New  York,  and  two  in 
Brooklyn.  Of  those  in  New  York  there  are  three  on  the  North  river,  and 
six  on  the  East  river. 

66  4.  Have  the  harbor  masters  entire  control  in  the  berthing  of  vessels 
within  their  respective  districts  ?  They  have  not,  only  over  private  wharves, 
or  wharves  owned  by  individuals.  The  corporation  docks,  which  form  a 
large  proportion  of  the  docks  of  the  city  of  New  York,  are  controlled  by  the 
dock  masters,  who  are  policemen — over  those  docks  the  harbor  masters  have 
no  jiirisdiction. 


New  York  Harbor  Commission  Reports.  285 


CC5.  What  are  the  duties  of  a  harbormaster?  To  place  vessels  in  suit- 
able berths  at  the  docks,  for  the  purpose  of  lading  and  discharging  cargoes, 
and  to  station  vessels  in  the  stream  of  the  East  or  North  rivers. 

663.  What  are  the  po^vers  of  a  harbor  master?  He  can  remove  ves- 
sels to  make  way  for  otliers  to  come  in  ;  he  determines  in  case  of  two  or 
more  vessels  soeking  tlie  same  bei  th,  which  j-hall  have  possession  ;  and  gen- 
erally to  act  as  tlie  arbiter  on  all  questions  that  may  arise  in  respect  to  the 
position  of  vessels,  and  his  decision  is  final  and  conclusive. 

667.  What  is  the  penalty  for  disobeying  the  orders  of  the  harbormaster' 
Fifty  dollars  fine 

608.  What  are  the  duties  of  the  harbor  masters  in  respect  to  the  wharves 
of  the  port?  To  superintend  and  enforce  the  execution  of  all  laws  of  the 
state  and  the  by-laws  of  the  corporation  of  New  York ;  for  cleaning  the 
wharves  and  docks,  and  for  preventing  and  removing  all  nuisances  upon 
them. 

6C9.  Is  it  tlie  duty  of  the  harbor  master  to  cause  such  encumbrances  on 
the  wharves  as  will  prevent  the  free  passage  of  carts,  or  prevent  the  lading 
or  discharge  of  cargoes,  to  be  removed  ?    It  is, 

670.  Is  this  duty  faithfully  discharged  ?  Probably  not  as  it  ought  to  be 
done. 

671.  Why  is  it  not  discharged?  Because  owners  are  permitted  by  law 
to  leave  their  merchandise  on  the  wharves  for  forty-eight  hours,  and  then 
are  subject  to  a  fine  of  but  two  dollars  and  fifty  cents,  after  notice  to  re- 
move.   The  harbor  master  has  no  further  authority  in  the  matter. 

672.  What  is  the  general  condition  of  the  wharves  as  to  cleanliness  ? 
They  are  in  a  filthy  condition — -especially  those  owned  by  the  corporation. 

673.  Are  they  in  so  bad  a  condition  as  to  injure  merchandise  deposited 
on  them?  When  the  docks  are  wet  after  a  rain,  flour  will  be  injured  a 
shilling  a  barrel  if  deposited  on  them  ;  I  refer  to  tliose  barrels  whicli  lay  on 
the  flooring  of  the  wharf.  Pot  and  pearl  ashes  and  whiskey  are  also  ren- 
dered less  merchantable  by  being  deposited  on  filthy  wharves, 

674.  Is  ballast  often  thrown  into  the  docks  fi'om  carelessness  or  design? 
Very  often  from  carelessness.  Carts  bringing  dirt  and  rubbish  to  serve  as 
ballast  for  coasters,  dump  it  alongside  of  the  vessel,  and  much  of  it  is  de- 
posited in  the  dock. 

675.  Would  it  be  expedient  to  have  the  wharves  roofed?  It  would,  if 
regulations  were  made  and  enforced  to  have  merchandise  immediately  re- 
moved on  landing,  otherAvise  the  wharves  would  be  mere  storehouses. 

676.  Have  you  not  been  engaged  in  the  freighting  business  between  New 
York  and  Albany?    Yes,  since  1817. 

677.  Is  the  practice  of  bringing  the  products  of  the  West  around  into  the 
East  river  attended  with  any  more  risk  or  embarrassment  than  if  landed  on 
the  North  river  shore  of  New  York  ?    Yes,  a  great  deal  of  both. 

678.  How  is  the  trade  between  New  York  and  Albany  usually  con- 
ducted ?    ]5y  steam  tugs  towing  canal  boats. 

679.  AVhat  is  the  average  tonnage  towed  by  a  single  tug  from  Albany  to 
New  York?    About  four  thousand  tons. 

680.  What  number  of  tugs  ply  daily  between  New  York  and  Albany? 
Three  tugs  leave  Albany  daily  and  three  leave  New  York  daily,  during  nav- 
igation. 


286 


New  York  Harbor  Commission  Repoi^ts. 


681.  Then  the  average  daily  shipment  of  produce  from  Albany  for  New 
York  will  be  from  ten  to  twelve  thousand  tons?    About  that  amount. 

682.  What  amount  of  tonnage  is  shipped  by  these  tugs  for  Albany? 
Nearly  the  same  amount. 

683.  Then  the  aggregate  shipments  are  about  24,000  tons  per  day  ?  Yes. 

684.  To  what  dangers  are  these  shipments  subjected  by  being  made  or 
received  on  the  East  river,  that  they  are  not  subject  to  on  the  North  river 
shore  of  New  York  ?  Encountering  the  tides  of  the  East  river  and  the 
difiiculty  of  steering  through  the  large  number  of  vessels  that  are  always 
anchored  off  the  Battery. 

685.  Do  you  find  the  tides  of  the  East  river  to  be  a  serious  difficulty'? 
They  are,  from  the  strength  of  the  currents  there  is  great  danger  of  tows 
being  set  on  to  Governor  s  island.  Two  boats  went  ashore  last  fall  and 
were  wrecked  on  Governor's  island.  Indeed  such  wrecks  occur  every  year. 
A  boat  with  four  thousand  bushels  of  wheat  ran  foul  of  the  flukes  of  an 
anchor  of  a  vessel  anchored  off  the  Battery  and  every  bushel  of  grain  was 
lost,  for  which  the  owner  of  the  boat  had  to  pay  seven  thousand  dollars. 
Such  accidents  occur  every  year, 

686.  If  there  be  such  risk  why  is  the  business  not  done  on  the  North 
river  ?  I  know  no  other  reason  than  the  force  of  custom.  The  flour  and 
grain  merchants  have  been  on  the  East  river  near  Coent'es  slip  for  many 
years,  and  continue  there  simply  for  that  reason. 

687.  If  proper  facilities,  such  as  elevators  and  warehouses,  were  erected 
on  the  North  river,  would  there  not  be  a  great  economical  saving  in  the 
expense  of  discharging  canal  boats  and  loading  ships  for  export  ?  There 
would  be  gi'eat  saving  in  both  time  and  expense. 

688.  What  is  the  usual  period  of  time  occupied  in  discharging  a  canal 
boat  of  two  hundred  tons,  lojvded  with  grain  ?    Two  days  of  fair  weather. 

689.  How  many  men  must  be  employed  to  discharge  a  vessel  of  this 
capacity  in  that  period  of  time  ?  Eight  men  to  measure  and  discharge  over 
the  side  of  the  boat. 

690  How  long  would  it  require  to  store  it  by  means  of  an  elevator  from 
the  boat'?    About  two  hours. 

691.  How  many  men  would  be  requisite  ?    Four  men. 

692.  In  loading  a  ship  with  grain  for  export,  how  many  bushels  will  she 
take  in  in  a  day  by  the  ordinary  method  of  loading  ?  The  average  will  be 
about  three  thousand  bushels  per  day. 

693.  How  long  would  it  require  to  take  in  this  amount  of  grain  by 
means  of  an  elevator  ?    From  one  to  two  hours. 

694.  What  quantity  of  grain  will  a  ship  of  one  thousand  tons  carry  ? 
Forty  thousand  bushels,  one  half  in  bulk  and  one  half  in  bags. 

695.  Where  is  the  merchandise  carried  by  the  three  lines  of  steam  tugs, 
refeiTcd  to  by  you,  received  on  board '?  The  great  bulk  is  received  on 
board  at  between  piers  2  and  8  East  river. 

693.  Are  there  other  vessels  at  the  piers  besides  the  lines  you  refer  to? 
There  are — there  must  be  forty  or  fifty  vessels  in  addition,  continually  en- 
gaged in  receiving  and  discharging  cargo,  from  March  20  to  December  20, 
and  during  the  whiter  months  these  piers  are  occupied  by  ships  and  sea- 
going vessels. 

697.  Are  the  forty  or  fifty  vessels  engaged  in  the  internal  commerce  of 
the  country  ?    They  are. 


New  York  Harbor  Commission  Beports, 


287 


G98,  What  is  the  probable  amount  of  business,  computed  in  tons  on 
those  piers,  exclusive  of  the  lines  you  have  mentioned  ?  I  have  no  means 
to  determine,  but  it  is  very  large. 

690.  What  proportion  of  the  twexve  thousand  tons  brought  daily  to  New 
York  by  the  three  lines,  are  landed  between  piers  2  and  8  ?  I  think  about 
two  thirds. 

700.  Where  is  the  remainder  landed  ?  It  is  transferred  to  outward- 
bound  ships,  or  the  Atlantic  dock,  or  for  storehouses  in  diflerent  parts  of 
the  city. 

701.  What  other  conveyances  for  freight  are  there  between  New  York 
and  Albany?  Besides  the  Hudson  river  railroad,  whieh  in  winter  carries  a 
large  amount  of  freight,  there  are  the  People's  line  of  steamboats,  the  Mer- 
chants' line,  and  Troy  line. 

702.  What  amount  of  freight  do  these  lines  carry  daily,  exclusive  of  the 
railroad  ?    About  five  hundred  tons  each  way  daily. 

L.  W.  Bkaixakd. 

New  York,  August  13,  1856. 

Owen  W.  l^rennan,  being  examined,  says  he  is  a  harbor  master 

703.  How  long  have  you  been  a  harbor  master?    Eight  years. 

704.  What  is  your  district?  No.  7,  between  the  l>attery  and  the  south 
side  of  pier  No.  7,  near  the  foot  of  Kector  street,  N^rtli  river, 

705.  What  are  the  several  districts  into  which  the  wliarves  and  piers  of 
New  York  are  divided,  and  who  are  the  respective  harbor  masters?  Dis- 
trict No.  1  (William  H.  Burleigh,  harbor  master),  extends  from  Market 
street  to  Harlem  river.  District  No.  2  (Charles  Chamberlain)  extends 
from  Market  street  to  Fulton  market,  East  river.  District  No-  3  (Abra- 
ham Pierce)  extends  irom  Fulton  market  to  Pine  street.  East  river.  Dis- 
trict No.  4  (Matthew  D.  Greene)  extends  from  Pine  street  to  pier  No.  13, 
East  river.  District  No.  5  (James  I.  Bevins)  extends  from  pier  No.  13 
to  Coenties  slip,  East  river.  District  No.  G  (Barber)  extends  from  Coen- 
ties  slip  to  Wliiteludl  street,  East  river.  District  No.  7  (Owen  W.  Bren- 
nan)  extends  from  Battery  to  pier  No.  7,  North  river.  District  No.  8 
(Daniel  Ilerrick)  extends  from  pier  No.  7  to  pier  24,  foot  of  Barclay  street, 
North  river.  District  No.  9  (Alexander  H,  Shultz)  extends  from  pier  No. 
24  nortlierly. 

706.  What  are  the  divisions  of  the  Brooklyn  districts?  District  No. 
10  (Charles  Kelsey)  extends  from  the  navyyard  to  Fulton  ferry.  District 
No.  12  (L.  W.  Brainard)  from  Fulton  ferry  to  Atlantic  dock. 

707.  Have  the  harbor  masters  exclusive  control  within  their  respective 
districts?  No,  only  over  private  piers  ;  the  piers  belonging  to  the  corpo- 
ration are  under  the  jurisdiction  of  dock  masters,  who  are  policemen  and 
are  detailed  for  this  duty  by  the  captains  of  police  of  the  wards  in  which 
the  piers  are  situated. 

708.  Are  the  bulkheads  and  piers  in  your  district  occupied  to  their  full 
capacity  ?  They  are,  except  piers  Nos.  2  and  3,  which  are  leased  to  the 
Stonington  and  Fall  river  steamboats ;  the  north  side  of  pier  N.  3  is  occu- 
pied nearly  all  the  time  by  the  Nicaragua  steamers. 

709.  Can  you  suggest  any  change  in  the  present  regulations  of  the  piers 
that  would  increase  the  facility  of  loading  and  discharging  cargoes  or  add 


288  New  York  Harbor  Commission  Reports. 


in  any  , way  to  the  accommodation  of  vessels"?  By  deepening  the  water 
along  the  piers  and  bulkheads. 

710.  Wliat  water  is  there  now  at  the  piers  and  bulkheads  where  it  might 
be  deepened  beneficially?  Between  piers  No-  4  and  5,  there  is  about  five 
feet  at  low  water  at  bulkhead ;  between  5  and  C,  three  feet  at  low  water; 
between  6  and  7  about  the  same. 

711-  Why  do  not  the  owners  dredge  their  piers  and  dips?  1  think  that 
the  owners  hope  or  expect  that  a  street  exterior  to  West  street  will  be  au- 
thorized, and  therefore  the  more  rapidly  the  slips  are  filled,  the  more  read- 
ily can  they  be  converted  into  dry  land. 

712.  If  the  wharf  owners  were  satisfied  there  would  be  no  exterior  street 
to  West  street,  would  they  then  excavate  the  shallow  slips  and  piers  ?  I 
think  they  would,  for  if  large  vessels  could  occupy  those  piers,  the  wharfage 
which  the  owners  would  receive  would  be  three  times  as  much  as  they  now 
obtain. 

713.  If  then  the  slips  were  deepened  they  would  be  occupied  by  large 
vessels  to  the  exclusion  of  smaller  craft?    They  would. 

714.  Is  it  not  as  important  to  the  interests  of  commerce  that  the  small 
vessels  should  have  proper  accommodations  ?  It  is  more  important  to  the 
interests  of  commerce  that  large  ships  engaged  in  foreiG;n  and  coasting  trade 
should  have  berths  in  the  lower  parts  of  the  city  ;  small  coasting  and  river 
craft  may  without  injury  to  any  interest  occupy  berths  further  up  town. 

715.  Would  regulations  compelling  the  steamers  plying  between  New 
York  and  Eastern  ports,  and  between  New  York  and  the  North  river  towns, 
to  have  their  berths  in  the  upper  parts  of  the  city,  be  beneficial  ?  It  would 
be  highly  beneficial.  In  the  first  place  it  would  afford  accommodation  to 
large  sea  vessels  of  many  thousand  tons  ;  it  would  free  the  lower  parts  of 
the  East  and  North  rivers  from  much  peril  in  the  navigation  of  small  ves- 
sels, while  there  would  be  no  inconvenience  to  the  steamboats  referrel  to, 
either  as  it  respects  their  passengers  or  freight.  As  to  passengers  I  think 
they  would  \jq  better  accommodated  by  the  removal  of  the  steamers.  Thus 
if  the  North  river  boats  were  to  land  at  or  above  Hammond  street,  and  the 
Eastern  boats  above  Corlear's  Hook,  I  think  the  greater  proportion  of  pas- 
sengers would  be  better  accommodated,  while  the  rivers  would  by  sucli  an 
arrangement  be  relieved  from  the  cause  of  much  trouble  and  apprehension. 

716.  What  is  the  general  condition  of  the  wharves  in  your  district  as 
respects  cleanliness  ?    They  are  not  clean. 

717.  Is  merchandise  ever  injured  by  the  unclean  condition  of  the  wharves  ? 
It  often  is. 

718.  What  description  of  merchandise  is  injured  from  this  cause  ?  Cot- 
ton, flour,  domestic  cottons,  indeed  every  description  of  merchandise  except 
pig  iron  and  molasses. 

719.  Whose  duty  is  it  to  keep  the  wharves  clean?  By  law  it  is  made 
the  duty  of  harbor  masters,  but  no  means  are  placed  at  their  disposal  for 
that  purpose.  It  is  the  custom  of  the  harbor  masters  to  notify  the  wharf- 
inger or  owner  of  the  condition  of  the  wharves. 

720.  Are  the  piers  kept  in  good  repair  in  your  district  ?    They  are. 

721.  From  your  observation  what  is  the  rate  per  annum  of  the  filling 
up  of  the  slips  ?    About  eighteen  inches  per  annum. 

72^.  What  are  the  causes  of  filling  ?  Eroiji  the  sewers  chiefly,  and  from 
throwing  in  filth  and  rubbish. 


New  York  Harhor  Commission  Reports. 


289 


723s  What  in  your  opinion  is  the  most  convenient  width  of  pier  for  the 
lading  and  discharge  of  large  vessels?    Fifty  feet. 

724.  What  for  smaller  vessels  ?    The  same  for  all  descriptions. 

725.  W^hat  water  space  ought  there  to  be  between  piers  four  hundred  to 
six  hundred  feet  long  ?  There  ought  to  be  one  hundred  and  sixty  feet  be- 
tween piers ;  that  space  would  permit  two  tiers  of  vessels  at  each  pier,  and 
give  room  to  move  vessels,  and  permit  lighters  to  come  in  and  go  out. 

726.  In  view  of  the  rise  and  fall  of  the  tides  what  is  the  most  conveni- 
ent elevation  of  a  pier  above  high  water  for  all  classes  of  vessels  ?  About 
six  to  seven  feet. 

727.  What  is  the  present  elevation?    Tn  my  district  about  five  feet. 

728.  Would  it  be  desirable  for  canal  boats  and  river  craft  that  the  eleva- 
tion of  pierr  should  be  less  than  for  vessels  of  eight  hundred  tons  and  up- 
ward ?  Yes.  It  would  be  better  for  such  vessels  that  the  piers  occupied 
by  them  should  not  be  above  three  feet  elevation  above  high  water. 

•  729.  Are  the  wharves  in  your  district  encumbered  by  merchandise  lying 
on  them  to  the  hinderance  of  the  discharge  or  lading  of  vessels?    They  are. 

730.  Have  you  not  power  under  the  law  defining  the  duty  and  powers 
of  harbor  masters  to  cause  the  removal  of  such  hinderances  ?  We  can 
order  their  removal,  and  if  not  removed  within  forty-eifiht  hours  after  such 
order,  the  owner  is  subject  to  a  fine  of  two  dollars  and  fifty  cents.  In  most 
cases,  however,  the  owner,  would  be  willing  to  pay  this  fine  to  have  sauh 
merchandise  as  might  lay  on  the  wharf  without  injury  for  forty-eight  hours, 
and  where  the  fine  is  attempted  to  be  collected  it  is  difficult  to  find  who  the 
owner  is.  Practically  the  law  has  no  effect.  On  pier  No.  G,  tlier^^  is  now 
and  has  been  for  four  months  a  large  quantity  of  logwood,  of  which  I  can- 
not find  the  owner.  I  have  notified  the  police  several  times  of  this  encum- 
brance, but  no  measures  have  been  taken  for  its  removal. 

731.  Is  it  the  practice  of  lighters  to  deposit  their  cargoes  on  wharves 
without  notice  to  the  wharfinger,  and  are  such  cargoes  left  for  several  days? 
It  is,  and  they  are  frequently  left  for  several  days  on  the  wharves. 

732.  In  order  to  prevent  the  accumulation  of  merchandisQ  cn  the  piers 
to  the  hinderance  of  business,  would  it  not  be  expedient  to  impose  a  tax 
on  such  articles  as  might  lie  on  the  wharves  after  a  specified  period  of 
time,  to  be  paid  to  the  wharf  owner  ?    In  my  opinion  it  would. 

733.  What  period  of  time  would  be  equitable  to  the  owner  of  the  mer- 
chandise to  allow  him  to  remove  it  ?    Four  to  six  hours. 

734.  What  would  be  the  effect,  if  any,  on  the  commerce  of  New  York 
if  the  wharfage  tax  were  materially  increased  ?  If  they  were  unduly  in- 
creased the  effect  might  be  to  drive  a  portion  of  the  shipping  to  the  shores 
of  New  Jersey.  I  judge  that  this  would  be  the  effect  from  the  fact  that 
cartmen  prefer  to  draw  loads  from  Jersey  City  to  the  public  stores  in  Broad 
street,  near  Wall  street,  the  ferriage  being  paid,  to  drawmg  loads  from 
Canal  street  in  this  city  to  the  same  stores. 

735.  What  is  the  ferriage  on  a  loaded  cart?  The  regular  ferriage  is 
twelve  and  a  half  cents  each  way,  but  carts  engaged  in  loading  and  un- 
loading the  Cunard  steamers  pay  six  and  a  quarter  cents.  This  I  am  in^ 
formed  by  cartmen  who  J  believe  are  engaged  by  the  Cunard  steamers. 

73G.  Do  yoii  know  what  the  wharfage  charges  at  Jersey  City  are  ?  \ 
do  not. 

19 


290 


New  York  Haroor  Commission  Reports. 


737.  "Whence  do  the  harbor  masters  derive  their  compensation?  From 
a  tax  of.  one  and  a  half  cents  on  all  square-rigged  vessels  entering  the  port 
of  New  York. 

738.  Are  other  vessels,  such  as  sloops,  schooners,  and  river  steamers, 
exempt  from  this  tax?  Yes,  except  in  cases  of  dispute  between  two  ves- 
sels as  to  situation  or  position  when  the  harbor  master  is  authorized  to  hear 
and  determine  the  dispute,  and  the  party  in  default  pays  two  dollars,  if  a 
sloop  or  schooner,  and  one  dollar  if  a  canal  boat. 

739.  How  is  the  tax  collected?  It  is  collected  chiefly  at  the  custom- 
house by  the  collector  of  the  port  when  vessels  enter,  and  by  him  paid 
over  to  one  of  our  number  whom  we  elect  as  treasurer. 

740.  Is  any  compensation  paid  to  the  collector  for  this  duty  ?  Five  per 
cent  on  the  amount  collected. 

741.  What  is  the  aggregate  amount  collected  by  him  per  annum? 
About  twenty-five  thousand  dollars  per  annum. 

742.  Does  this  sum  represent  the  total  amount  received  by  the  harbor 
masters  from  the  fee  of  one  and  a  half  cents  per  ton  ?  No,  a  small  por- 
tion is  collected  by  a  clerk  of  the  harbor  masters. 

743.  What  is  the  total  amount  of  fees  collected  per  annum  ?  Last  year 
about  thirty  thousand  dollars. 

744.  Do  the  harbor  masters  retain  as  their  compensation  the  fees  col- 
lected from  vessels  in  their  respective  districts?  No.  The  aggregate 
amount  of  fees  is  divided  equally  between  all  the  harbor  masters  on  the 
first  of  every  month. 

745.  Are  the  duties  of  all  the  harbor  masters  about  equal?  No.  In 
districts  where  there  is  but  little  shipping  the  duties  of  the  harbor  masters 
are  comparatively  light. 

746.  Are  there  any  docks  belonging  to  the  corporation  in  your  district? 
There  are  none. 

747.  Do  you  know  if  the  practice  of  appointing  policemen  to  act  as 
dock  masters  over  corporation  docks  with  the  same  powers  and  duties  as 
harbor  masters  possess,  causes  collisions  between  those  officers  and  the  har- 
bor master  of  the  district?  I  believe  there  are  frequent  collisions  between 
them. 

748.  Would  it  then  be  better  to  have  the  supervision  of  all  the  docks  of 
a  district  under  one  officer?    It  would. 

749.  Do  you  know  why  the  law  which  placed  all  the  docks  under  the 
control  of  tlie  harbor  masters  was  altered  ?    I  do  not. 

750.  When  was  it  altered?    In  185*2,  I  believe. 

751.  AVhat  number  of  horses  can  be  employed  on  the  piers  in  your 
district  in  loading  and  discharging  cargoes?  On  the  piers  of  usual  length, 
ten  to  twelve  horses. 

752.  Is  that  number  ordinarily  employed  ?  It  is  when  piers  are  fully 
occupied  by  vessels.  Large  ships  oftentimes  use  four  horses.  When  tliis 
number  is  used,  the  vessel  is  discharging  from  two  hatches,  or  discharging 
from  one  hatch,  and  taking  in  cargo  at  the  other. 

753.  What  is  the  average  quantity  of  merchandise  in  tons  that  lies  on 
each  pier  for  twelve  hours  and  under  twenty-four  hours?  From  two 
hundred  and  fifty  to  three  hundred  tons. 

754.  What  quantity  over  twenty-four  and  less  than  forty-eight  hours? 
It  will  average  about  one  hundred  tons. 


New  York  Harbor  Commission  Reporti 


291 


755.  What  for  three  days  ?    From  fifty  to  one  hundred  tons. 

756.  What  period  is  necessary  to  give  the  United  States  custom-house 
officers  time  to  weigh,  gauge,  and  measure  merchandise  when  discharged 
from  a  vessel  before  it  can  he  removed  from  the  wharf  ?  From  twelve  to 
twenty-four  hours. 

757.  Is  twenty-four  hours  ample  time  for  this  purpose?    It  is. 

758.  What  descriptions  of  merchandise  are  usually  permitted  to  lay  on 
the  wharves  ?    Molasses,  sugar,  iron,  cotton,  and  logwood. 

750.  Is  it  not  dangerous  to  move  a  large  vessel  by  an  unskilful  oihcer?^ 
It  is. 

7G0.  In  moving  a  vessel,  does  the  harbor  or  dock  master  take  com- 
mand? He  gives  directions  where  and  when  the  vessel  shall  be  moved, 
and  leaves  the  officers  of  the  ship  to  follow  his  directions. 

761.  What  is  the  penalty  if  they  fail  to  do  so  ?  Fifty  dollars,  when  the 
harbor  masters  give  the  directions,  and  twenty-five  dollars  if  they  be  given 
by  dock  masters. 

762.  Do  not  the  practicability  and  safety  of  moving  a  ship  depend 
upon  the  state  and  direction  of  the  tides  and  wind  ?    They  do. 

763.  Are  the  propriety  and  practicability  of  orders  for  moving,  de- 
pendent in  some  measure  upon  a  knowledge  of  seamanship,  on  the  part  of 
the  harbor  and  dock  master  ?    They  are. 

764.  Are  the  dock  ma.<iters  of  the  corporation  appointed  from  seamen  ? 
They  are  policemen  detailed  by  the  captains  of  police  in  the  several  wards 
in  wliich  coi-poration  docks  are  situated. 

O.  W.  Brexxan. 

New  York,  Mojj  1.  1856. 

Charles  Chamberlain,  being  examined,  says  he  is  a  harbor  master. 

765.  How  long  have  you  been  harbor  master?    Eight  years. 

766.  Where  is  your  district?  It  extends  from  Fulton  market  to  Market 
street.  East  river. 

767.  What  classes  of  vessels  occupy  the  piers  in  your  district  ?  They 
are  occupied  by  vessels  of  all  classes,  from  ships  of  the  largest  tonnage  that 
enter  the  port,  to  schooners  and  sloops. 

768.  Have  you  the  entire  supervision  of  the  piers  in  your  distiict?  I 
have,  except  over  the  corporation  piers  and  bulkheads  ;  they  arc  controlled 
by  tho  dock  masters  of  the  corporation — over  those  piers  I  have  no 
control. 

769.  Can  you  not  direct  a  vessel  to  go  alongside  of  a  corporation  pier  ? 
I  have  no  authority  to  do  so. 

770.  How  many  piers  are  there  in  your  district?  Fourteen. 

771.  Of  how  many  have  you  control  ?  Ten. 

772.  Have  the  corporation  dock  masters  control  of  four.    They  have. 

773.  Does  this  division  of  duties  ever  lead  to  conflict  between  you  and 
the  dock  masters?  There  has  been  none,  because  there  has  been  for- 
bearance on  both  sides  ;  there  is  always  danger,  however,  that  there  will 
be  ditficulty. 

774.  Could  you  discharge  tlie  duties  of  harbor  master  over  all  the  piers 
in  your  district?  I  could,  and  did  from  March,  1850,  till  the  next  session 
of  the  legislature,  in  1851. 


292 


New  York  Harbor  Commission  Beports, 


775.  Did  the  legislature,  in  1850,  invest  the  harbor  masters  with  the 
control  of  all  the  piers  and  docks?  It  did  until  1851,  when  the  law  was 
repealed. 

776.  Why  was  the  law  repealed  ?  In  order,  I  suppose,  to  give  the  cor- 
poration more  patronage. 

777.  Is  the  compensation  of  the  harbor  masters  diminished  by  the  ap- 
pointment of  dock  masters  ?    It  is  not. 

778.  Your  compensation  then  would  be  neither  more  nor  less  were  there 
no  dock  masters  1    It  would  not. 

779.  Who  appoint  the  dock  masters  ?  The  captain  of  police  in  which 
the  wharves  are,  to  which  the  dock  masters  are  detailed. 

780.  Are  the  dock  masters  policemen  ?    They  are. 

781  How  many  dock  masters  are  there?  There  is  a  dock  master  for 
each  ward  in  which  corporation  docks  are  situated. 

782.  Are  vessels  in  your  district  discharged  by  horse  power?  They  are 
generally,  except  on  pier  No.  23,  where  the  Black  line  of  Liverpool  ships 
is  laden  and  discharged  by  steam  power. 

783.  Does  the  employment  of  horses  for  unloading  cargoes  injure  the 
flooring  of  a  wharf?    It  does,  and  also  obstructs  the  wharf. 

784.  How  long  will  the  flooring  of  a  wharf  last  when  horse  power  is 
used  for  this  purpose  ?    Four  to  five  years. 

785.  How  long  where  steam  power  or  manual  labor  is  used?  I  cannot 
tell,  but  it  would  last  somewhat  longer. 

786.  Would  it  last  two  years  longer?    I  think  about  two  years. 

787.  Is  this  the  chief  cause  of  the  rapid  wear  of  wharves?  No,  the 
discharge  of  pig  iron  does  far  more  injury. 

788.  What  is  the  mode  of  discharging  pig  iron  ?  It  is  hoisted  from  the 
hold  of  the  ship  in  tubs  holding  about  five  hundred  pounds  of  iron,  which 
is  discharged  into  a  shoot  leading  from  the  vessel  over  the  wharf.  The 
shoot  is  of  sufficient  inclination  for  the  iron  to  roll  down,  and  the  end  of 
the  shoot  from  which  it  falls  is  from  eight  to  twelve  feet  above  the  wharf, 
so  that  the  contents  of  the  tub  fall  that  distance  to  the  destruction,  in  a 
short  time,  of  the  wharf. 

789.  Is  there  any  other  description  of  merchandise  discharged  in  such 
manner  as  to  injure  the  wharves?    I  think  not. 

790.  What  is  the  usual  mode  of  taking  in  and  discharging  stone  ballast? 
It  is  generally  taken  in  from  sloops,  by  the  side  of  the  ship,  through  a  port 
hole,  and  it  is  discharged  over  the  side  of  a  ship  into  a  sloop  by  means  of 
a  shoot  in  the  same  manner  as  I  have  described  the  discharge  of  pig  iron. 

791.  Does  stone  ballast  ever  go  overboard  from  these  modes  of  lading 
and  discharging?    Yes,  a  great  deal  falls  into  the  river. 

792.  How  is  coal  discharged  from  vessels?  Foreign  coal  is  usually 
discharged  into  lighters  in  the  same  manner  as  pig  iron  is  discharged 

793.  If  so  discharged  does  not  some  fall  into  the  river?  Yes,  in  large 
quantities. 

794.  Is  there  any  lost  overboard  in  unlading  vessels  with  American  coal  ? 
Tery  little,  because  it  is  landed  from  canal  boats  by  tubs,  and  dumped  im- 
mediately into  carts. 

795.  You  speak  of  the  employment,  by  a  line  of  Liverpool  packets,  of 
steam  power  to  load  and  unload  their  cargoes;  is  it  employed  by  no  other 
owners  of  vessels  ?    Not  in  my  district. 


Neio  York  Harbor  Commission  RepoHa.  293 


TOG.  Why  is  it  not  generally  used  ?    I  do  not  know. 

797.  Does  the  engine  occupy  much  space  ?  Not  more  than  a  horse  and 
cart  will  occupy. 

798.  Are  tlu  whi.rves  much  encumbered  by  merchandise  remaining  on 
them?    They  are. 

799.  Why  is  it  allowed  to  remain  if  it  hinders  free  ingress  and  egress 
from  the  wharf?  The  law  does  not  compel  its  removal  under  forty-eight 
hours ;  and  then,  if  not  removed  after  notice,  there  is  a  fine  of  but  two 
dollars  and  fifty  cents,  which  the  owners  would  gladly  pay  for  the  privilege 
of  permitting  it  to  remain  on  the  wharf. 

800.  Is  this  encumbrance  often  a  serious  hinderance  to  the  lading  or  dis- 
charge of  vessels  ?  It  is  a  very  serious  hinderance  ;  oftentimes  vessels  ly- 
ing at  the  head  of  the  pier  have  to  break  off  work  for  a  day  at  a  time. 

801.  What  description  of  merchandise  chiefly  encumbers  the  wharves? 
Cotton,  molasses,  sugars,  pig  and  bar  iron,  railroad  iron,  dye-woods, 
mahogany,  anchors  and  chains  ;  and,  indeed,  all  heavy  articles  that  cannot 
easily  be  stolen,  or  which  will  not  be  hurt  by  exposure  to  the  weather. 

802.  Is  there  any  complaint  of  the  manner  in  which  ligliters  discharge 
their  cargoes  on  the  wharves?  There  is  very  great  and  just  complaint; 
thus,  a  lighter  with  two  hundred  hogsheads  of  molasses  will  run  up  to  a 
wharf  occupied  by  a  ship  paying  wharfage  for  her  berth,  and  engaged  m 
taking  in  or  discharging  cargo  ;  the  lighter,  from  lying  low  in  the  water, 
and  having  no  rigging,  will  run  under  the  ship's  counter,  close  to  the  wharf, 
and  discharge  her  two  hundred  hogsheads  of  molasses  on  the  wharf,  and  be 
off.  The  consequence  is,  the  ship  is  unable  to  proceed  with  loading  or  dis- 
charging, because  of  the  lighter's  freight  so  encumbering  the  wharf  that  a 
cart  cannot  get  near  her  till  the  molasses  is  removed,  and  this  may  not  be 
for  from  forty-eight  to  ninety-six  hours. 

803.  How  can  this  evil  be  remedied  ?  I  would  suggest  that  the  owner's 
name  of  every  lighter  be  painted  on  her  sides,  conspicuously  ;  that  every 
lighter  be  licensed,  and  that  when  any  lighter  shall  violate  such  wharf  reg- 
ulations as  may  be  adopted,  that  her  license  be  taken  away.  I  would  fur- 
ther suggest,  that  the  harbor  master  have  power  to  remove  goods  encum- 
bering the  wharf,  and  store  the  same,  the  expenses  of  removal  and  storage 
to  be  levied  on  the  goods. 

804.  Is  it  the  practice  to  drag  heavy  articles  of  merchandise  from  the 
wharves?    It  is.    Mahogany  and  rosewood  are  dragged  away. 

805.  Does  not  this  process  of  removal  injure  tl.e  wharves  ?    It  does 

806.  Are  not  holes  frequently  bored  in  the  posts  and  flooring  of  wharves, 
to  their  serious  injury,  and,  if  so,  for  what  purpose  ?  Auger-holes,  to  the 
great  injury  of  piers,  are  made  by  vessels  discharging  coal,  or  discharging 
by  horse  power.  These  holes  are  bored  in  the  posts  to  drive  through  an 
iron  bolt  to  be  attached  to  a  derrick,  and  they  are  bored  in  the  flooring  of 
the  pier  to  attach  a  block,  and  every  vessel  using  horse  power  makes  a  new 
auger- hole. 

807.  Are  these  auger-holes  bored  without  the  previous  consent  of  the 
owner  or  lessee  of  the  pier  ?    They  are. 

808.  Has  the  owner  or  lessee  any  compensation  made  to  him  for  the  in- 
jury done  to  his  pier?    He  has  none  but  the  legal  rates  of  wharfage. 

809.  Wliat  is  the  general  condition  of  the  piers  as  to  cleanliness  ?  They 
are  in  a  very  filthy  condition. 


294  New  York  Harbor  Commission  Bejwrts. 


810.,  AVhose  duty  is  it  to  keep  them  clean  1  It  is  the  duty  of  the  corpo- 
ration to  keep  their  wharves  clean,  and  of  the  private  owners  to  keep  theirs 
clean. 

811.  Are  they  so  filthy  as  to  injure  any  description  of  merchandise  depos- 
ited on  them  ?  They  are,  and  were  it  not  the  practice  of  the  stevedore, 
previous  to  discharging  a  ship,  to  cleanse  the  section  of  the  pier  where  she 
lies  by  removing  the  filth  to  the  centre  of  the  pier  in  heaps,  almost  every 
description  of  merchandise  would  be  more  or  less  injured. 

8 12.  Is  this  the  condition  of  corporation  piers  as  well  as  those  owned  by 
individuals?    It  is. 

813.  Is  not  the  filth  sometimes  removed?  It  is  partially  removed  at 
long  intervals  of  time,  but  not  thoroughly.    I  hixve  never  seen  a  pier  swept. 

814.  Do  you  regard  the  present  condition  of  the  wharves  as  a  serious 
evil  to  the  interests  of  commerce  ?  I  do,  and  not  only  to  the  interests  of 
commerce,  but  also  to  the  health  of  the  city;. and  I  would  instance  more 
especially  the  condition  of  the  piers  adjoining  all  the  ferries  around  the  city  ; 
they  are  protected  on  the  ferry  side  from  observation  by  high  fenders  ex- 
tending the  length  of  the  piers  and  elevated  six  to  ten  feet  above  them,  those 
piers  are  covered  with  night  soil,  which  is  never  removed  except  by  the 
rains,  and  causes  intolerable  stench.  The  piers  of  the  city  generally  are 
covered  with  mud  from  three  to  four  inches  in  depth, 

815.  Are  the  piers  generally  kept  in  good  repair?    They  are  not. 

816.  Are  they  in  such  bad  repair  as  to  be  dangerous  to  life  or  property? 
They  are  ;  on  many  of  them  it  would  be  dangerous  for  a  person  to  walk  at 
night,  from  the  holes  in  the  flooring ;  again,  property  lying  on  the  ends  of 
many  of  the  piers  is  liable  to  injury  from  the  ends  being  sunken  so  that  at 
high  water  they  are  overflowed. 

817.  Are  the  posts  to  which  vessels  are  fastened,  generally  well  secured, 
BO  that  vessels  may  ride  in  safety?  They  oftentimes  are  not;  I  have  fre- 
quently seen  them  broken  off  by  the  strains  of  a  vessel  in  a  gale,  like  pipe- 
stems. 

818.  What  width  of  pier  is  the  most  advantageous  at  which  large  ships 
may  be  unloaded  on  either  side,  having  regard  to  tlie  occupation  of  as  little 
water  space  as  possible  ;  that  is  to  say,  what  is  the  minimum  width  of 
which  piers  ought  to  be  constructed  for  the  accommodation  of  large  ves- 
sels?   Not  less  than  sixty  feet. 

819.  What  is  th   present  width  ?    Forty  feet. 

820.  What  is  the  most  advantageous  width  of  water  between  long  par- 
allel piers  ?    One  hundred  and  fifty  feet. 

821.  Will  that  space  admit  of  two  tiers  of  ships  at  either  pier,  and  af- 
ford sufficient  water  way  between  lor  the  movement  of  a  ship  ?  It  will 
not ;  but  it  is  unnecessary  to  provide  for  a  second  tier,  because  ships  will 
not  unload  until  they  can  secure  a  berth  alongside  of  the  wharf. 

822.  Is  it  not  the  practice  for  vessels  outside  of  those  next  the  wharf,  to 
load  and  unload  by  means  of  staging  or  a  platform  running  from  the  pier 
to  the  vessel  across  the  intervening  one,  or  between  two  vessels?  Not  with 
large  ships ;  it  is  with  smaller  classes  of  vessels. 

823.  is  it  not  expedient  that  provision  be  made  in  the  slips  for  the  har- 
borage of  vessels,  rather  than  that  they  should  anchor  in  the  stream,  wait- 
ing for  a  berth  at  the  side  of  the  wharf,  or  at  the  heads  of  the  piers?    It  is 


New  York  Harbor  Commission  Beports. 


295 


not,  because  if  there  be  two  tiers  of  vessels,  the  inner  tier,  or  that  of  ves- 
sels next  the  pier,  cannot  discliargc  into  or  receive  cargo  from  lighters. 

824.  Arc  the  larger  ships  loaded  from  lighters  rather  tliau  from  the 
wharves?  They  are  loaded  from  both,  but  the  chief  part  of  the  cargo  is 
taken  in  from  lighters — that  is,  such  part  of  her  cargo  as  consists  of  grain, 
flour,  beef,  pork,  and  naval  stores.  Cotton  is  generally  received  from  the 
wharf. 

825.  What  is  the  usual  period  of  time  a  ship  of  two  thousand  tons  oc- 
cupies in  taking  in  her  cargo  ?  A  regular  Liverpool,  London,  or  Havre 
packet  will  occupy  two  weeks,  a  California  vessel  a  month,  a  Cliina  ship 
about  two  weeks.  I  now  speak  of  vessels  that  arc  promptly  despatched. 
If  vessels  of  this  tonnage  were  one  third  or  one  half  the  time  longer  tlian 
I  have  mentioned,  I  should  not  consider  them  dilatory. 

82G.  Plow  long  will  a  ship  of  the  tonnage  mentioned,  require  to  dis- 
charge her  cargo?  A  Liverpool,  London,  or  Havre  packet  will  discharge 
in  about  two  weeks ;  a  Cliina  ship,  loaded  with  teas  and  silks  will  dis- 
charge in  a  week  after  obtaining  a  berth. 

827.  What  is  the  usual  period  of  time  that  a  ship  of  fifteen  hundred 
or  two  thousand  tons  will  lie  at  a  wharf  to  receive  and  discharge  cargo, 
or  between  the  time  of  her  arrival  and  departure  ?  From  forty  to  fifty 
days. 

828.  Why  is  this  excess  of  time  over  the  periods  you  Tiave  mentioned, 
for  taking  in  and  discharging  cargo,  necessary?  Vessels  are  obliged  to 
wait  five  days  for  a  general  order  from  the  custom-house,  to  discharge ; 
this  is  in  pursuance  of  the  United  States  revenue  laws.  After  loading, 
they  require  several  days  to  clear  up  and  be  fitted  for  sea  ;  and  on  arrival, 
some  days  are  consumed  in  cleaning  up.  unbending  sails,  &c. 

829.  Does  a  steamer  of  two  thousand  tons  occupy  more  room  at  a  pier 
than  a  ship  of  that  tonnage?  Not  so  much,  because  the  steamer  has  not 
so  much  head  rigging,  and  she  has  no  bowsprit.  One  element  in  deter- 
mining the  tonnage  of  a  vessel,  is  her  breadth  of  beam,  and  as  the  breadth 
of  a  steamer  is  greater  than  that  of  a  ship  in  proportion  to  her  length,  it 
follows  that  a  steamer  of  the  same  length  as  a  ship  must  be  of  a  greater 
tonnage :  thus  one  of  Collins'  steamers  of  three  thousand  tons  will  not  oc- 
cupy more  wharf  room  than  a  ship  of  two  thousand  tons. 

83  }.  What  is  the  usual  number  of  horses  used  in  lading  and  discharging 
cargoes  on  the  piers  in  your  district,  when  fully  occupied  ?  When  in  full 
occupation,  eight  horses  are  used. 

831.  What  is  the  averag-e  length  of  the  piers?  About  four  hundred 
and  fifty  feet. 

832.  How  many  vessels  will  be  lading  or  discharging,  to  employ  eight 
horses?    Four  large  ships. 

833.  Are  two  employed  to  each  vessel  ?    Tiiere  are. 

834.  Is  ifc  usual  to  employ  two  horses?  It  is  in  the  discharge  of  sugar, 
molasses,  cotton,  and  other  heavy  articles.  For  discharging  coal  from 
barges,  and  in  loading  ships  with  grain  from  canal  boats,  but  one  horse  is 
employed. 

835.  What  is  the  average  quantity  in  tons  of  merchandise  that  lies  on 
the  piers  for  a  longer  period  than  twelve  but  less  than  twenty-four  hours? 
From  two  to  three  hundred  tons  on  each  pier. 


296 


New  York  Harbor  Commission  Reports, 


836.  "Wliat  is  the  quantity  that  lies  for  longer  than  twenty-four  hours  ? 
About  seventy-five  tons  on  each  pier. 

837.  What  amount  for  three  days  and  upward?  About  fifty  tons  on 
each  pier. 

838.  Why  do  owners  permit  their  merchandise  to  he  on  the  piers  for 
these  long  periods  of  time  %    In  order  to  save  cartage  and  storage. 

839.  Do  the  slips  in  your  district  frequently  require  dredging  %  They 
do,  some  slips  more  than  others. 

840.  AVhat  are  the  causes  of  their  filling  1  The  wash  from  the  sewers 
chiefly. 

841.  You  mention  that  some  slips  fill  more  rapidly  than  others ;  what 
is  the  reason  %  I  have  observed  that  slips  adjoining  ferries  fill  more  rap- 
idly, which  I  attribute  to  the  frequent  disturbance  of  the  mud  at  the  bot- 
tom of  the  ferry  slips,  by  the  boats  agitating  the  water  and  carrying  the 
mud  into  adjacent  slips,  and  from  the  fact  that  ferry  slips  never  require  to 
be  dredged. 

842.  At  what  rate  do  the  slips  fill  with  mud'?  About  one  foot  per 
annum. 

843.  Does  the  daily  passage  of  the  large  sound  steamers  through  the 
East  river,  cause  any  embarrassment  in  the  movement  of  ships,  or  affect  in- 
juriously the  commerce  of  that  river?  It  does  ;  the  daily  passage  of  those 
steamers  is  a  great  evil.  We  cannot  move  a  ship  when  we  expect  a  sound 
steamer  to  pass,  because  of  the  wave  they  create  in  that  narrow  stream,  and 
there  is  great  danger  when  ships  are  hauling  of  chafing.  To  guard  against 
the  effects  of  their  passage,  any  vessel  at  all  exposed,  has  to  be  made  unusu- 
ally secure,  or  they  will  be  torn  froin  their  fastenings.  Sometimes  two  or 
more  of  theso  steamers  will  pass  through  the  river  abreast  of  each  other, 
endangering,  from  their  rapid  passage,  the  safety  of  small  vessels  sailing, 
and  the  lives  of  those  on  board. 

New  York,  May  31,  1856.  Charles  Chasiberlain. 

Daniel  Hen  ick,  being  examined,  says  he  is  a  harbor  master. 

844.  How  long  have  you  been  a  harbor  master?    A  year  last  April. 

845.  Where  is  your  district?    Pier  7  to  pier  24,  North  river. 

846  Who  own  the  docks  in  your  district,  the  corporation  or  private  in- 
dividuals?   By  both. 

847.  Do  you  berth  vessels  only  in  docks  owned  by  individuals?  Those 
only. 

848.  Are  vessels  berthed  at  corporation  docks,  taken  charge  of  by  the 
dock  masters  of  the  corporation  ?    They  are. 

849.  Is  there  ever  any  conflict  between  the  corporation  dock  masters  and 
the  harbor  masters,  in  the  discharge  of  their  duties  ?  I  have  but  little 
difiiculty  in  my  district,  though  some. 

850.  Could  the  duties  now  devolving  on  the  dock  masters,  bedischai^d 
by  the  harbor  masters,  without  increasing  the  number  of  the  latter,  or 
making  their  duties  too  onerous  ?    I  think  they  could. 

Mwj  22,  1856.  Daniel  Herrick. 

William  G.  Hynard,  being  examined,  says  he  is  a  stevedore  in  the  city 
of  New  York. 


New  York  Harhor  Commission  Reports.  297 


851.  How  long  have  you  been  a  stevedore  ?    About  eighteen  years. 

852.  Are  your  duties  as  stevedore  to  load  and  unload  vessels  ?    They  are. 

853  What  is  the  general  condition  of  the  piers  of  this  city  as  to  clean- 
liness? They  are  very  filthy,  so  much  so  that  in  discharging  a  cargo  of 
teas,  silks,  dry  goods,  or  flour,  we  have  to  clean  a  place  to  discharge  the 
cargo  on. 

854.  Are  the  piers  in  good  repair  ?  In  general  they  are  not  on  the 
East  river  ;  on  the  North  river  they  are  better. 

855.  What  is  done  with  the  fihh  you  remove  in  order  to  land  a  cargo  ? 
We  collect  it  in  heaps  near  the  string-pieces  and  against  the  posts  of  the 
piers  ? 

85 G.  What  becomes  of  it  when  thus  gathered?  It  lies  where  we  de- 
posite  it  until  it  finally  finds  its  way  into  the  docks. 

857.  Does  the  corporation  never  direct  the  piers  to  be  swept  ?  I  never 
saw  a  pier  swept  in  my  life,  by  order  of  the  corporation.  I  have  fre- 
quently had  them  swept  by  my  own  men  to  land  cargoes. 

858.  Is  the  dirt  gathered  in  heaps  never  removed  by  the  corporation  or 
wharf  o\\'ners  ?  Never  by  the  corporation.  Sometimes,  when  there  is  a 
great  accumulation  of  dirt,  complaint  is  made  to  the  whai-finger,  and  a 
portion  may  be  removed,  but  this  is  only  done  at  long  intervals  of  time. 

859.  Is  rubbish  thrown  from  vessels  into  the  docks?  It  is  ;  a  vessel 
in  clearing  up  throws  her  refuse  into  the  river. 

860.  Is  night  soil  dumped  into  the  rivers,  and,  if  so,  does  the  practice 
interfere  with  the  lading  or  discharge  of  vessels  ?  The  practice  is  general, 
and  it  often  interferes  with  the  business  of  the  piers,  from  the  intolerable 
stench  produced. 

861.  Is  the  business  of  the  piers  often  obstructed  by  merchandise  lying 
on  them?    Very  much. 

862.  What  is  the  average  quantity  of  merchandise  in  tons  that  lies  on 
each  pier  for  twelve  hours  and  under  twenty-four  hours  ?  Two  hundred 
tons,  in  my  opinion. 

863.  What  quantity  lies  on  the  piers  over  twenty-four  hours  and  less 
than  forty-eight  hours  ?    One  hundred  tons. 

864.  What  for  three  days  ?    The  same  quantity,  one  hundred  tons. 

865.  How  long  have  you  known  merchandise  to  lie  on  a  pier  ?  Three 
weeks. 

866.  What  description  of  merchandise,  and  in  what  quantities.  Mo- 
lasses, iron,  logwood,  anchors,  chain-cables — of  molasses,  fifty  to  one  hun- 
dred hogsheads  ;  of  iron,  from  fifty  to  one  hundred  tons ;  and  of  logwood, 
from  twenty-five  to  fifty  tons. 

867.  What  is  the  usual  number  of  horses  employed  on  a  pier  in  the  dis- 
charge of  cargoes  ?  On  the  East  river  about  six  horses,  and  on  the  North 
river,  from  the  greater  length  of  the  piers,  eight  horses. 

Wm.  G.  Hyn-\rd. 

New  York,  August  20,  1856. 

Peter  F.  Burroughs,  being  examined,  says  he  is  a  United  States  custom- 
house officer. 

868.  How  long  have  you  been  a  custom-house  officer  ?    Since  1853. 

869.  What  are  your  duties  ?    To  discharge  goods  from  vessels,  to  ship 


298  New  York  Harbor  Commission  B,eports, 


debentui^e  goods,  and  to  examine  the  licenses  and  manifests  of  coastwise 
vessels. 

870.  Do  your  duties  require  your  oresence  on  the  docks  of  the  city 
daily.    They  do. 

871.  Are  the  wliarves  much  encumbered  by  merchandise?    They  are. 
Sl'l.   Does  this  merchandise  lie  for  any  length  of  time  on  the  docks  ? 

It  does. 

873.  What  quantit}^,  in  tons,  of  merchandise  lies  on  the  piers  for 
twenty-four  hours  ?  About  two  hundred  and  fifty  to  three  hundred  tons 
on  each  pier. 

874.  What  over  twenty-four  hours  and  less  than  48  hours  ?  From  one 
hundred  and  fifty  to  two  hundred  tons. 

875.  What  quantity  for  three  days?  At  least  one  hundred  tons. 
Sugar,  molassfs,  iron,  and  logwood,  are  often  left  on  the  wharves  until 
they  are  sold,  and  these  articles  remain  on  the  piers  sometimes  for  five 
days. 

876.  What  time  is  requisite,  after  the  discharge  of  merchandise  from  a 
vessel,  for  the  custom-house  officer  to  weigh,  gauge,  or  measure  it  ?  From 
three  to  five  hours. 

877.  Is  twelve  hours  ample  time  for  the  custom-house  ofTicor  to 
discharge  his  duties  ?  It  is.  ^  The  officer  can  weigh,  gauge,  and 
measure  mercliandise  much  faster  than  the  vessel  can  discharge.  From 
a  large  vessel,  owing  to  the  depth  of  the  hold,  an  officer  can  weigh 
or  measure  merchandise  in  two  hours,  that  will  require  five  hours  to 
discharge. 

Peter  F.  Burroughs. 

New  York,  August  21,  185G. 

James  Herring,  being  examined,  says  he  is  a  pilot  of  the  steamer  John 
Potter,  plying  daily  between  New  York  and  South  Amboy. 

878.  How  long  have  you  been  a  pilot  in  this  harbor  ?  About  eighteen 
years. 

879.  Do  you  find  much  difficulty  in  navigating  the  harbor  from  the 
presence  of  shad  poles  erected  in  the  waters?    We  do  a  great  deal. 

880.  In  what  depth  of  water  are  these  poles  placed  ?  From  ten  to  sixty 
feet,  and  in  all  parts  of'  the  harbor. 

881.  Are  they  placed  in  the  channel  wa}^  of  vessels  going  and  coming 
from  sea  ?    They  are. 

882.  What  water  does  the  John  Potter  draw  I  About  six  and  a  halt 
feet. 

8S3.  Do  you  find  these  shad  poles  to  interfere  with  the  navigation  of 
that  vessel  ?    They  do. 

881.  Has  injury  ever  been  done  to  tliat  vessel  by  sha-d  poK^s?  Very 
frequently.  They  have  torn  her  copper  olf,  and  scraped  deep  channels 
into  her  planking  on  her  bottom,  they  have  often  broken  the  buckets  of 
her  wheels. 

885.  How  long  are  these  poles  left  in  the  water?  Generally  a  month 
or  six  weeks,  but  some  are  left  down  for  the  whole 'year. 

886.  What  is  the  size  of  these  poles  ?  They  will  vary  from  nine  to 
twelve  inches  in  diameter. 


Neio  York  Harhor  Commission  Reports.  299 


887.  "When  damage  is  done  to  your  vessel  from  these  poles,  have  you 
any  redress  ?    None  that  I  know  of. 

888.  What  disposition  is  made  of  the  ashes  and  cinders  from  the  John 
Potter?  As  a  general  practice  we  have  deposited  them*  on  the  dock  at 
Amboy,  never  in  the  waters  of  the  port  of  New  York. 

890.  What  quantity  of  cinders  is  usually  discharged  from  the  large 
Boston  and  Albany  boats'?    I  judge  from  four  to  five  tons. 

891.  Where  do  these  boats  discharge  their  cinders?  I  have  observed 
them  to  commence  usually  at  the  Battery,  and  continue  discharging  till 
they  get  into  their  berths. 

892.  Is  it  the  usual  practice  for  steamers  to  discharge  their  cinders 
into  the  rivers  and  slips  of  the  city  ?    It  is. 

893.  Can  you  form  an  estimate  of  the  quantity  of  cinders  and  ashes 
daily  thrown  into  the  rivers  and  slips  from  steamboats  ?  I  think  five  hun- 
dred tons  per  day,  not  an  extravagant  estimate. 

894.  What  amount  in  measurement  would  that  be?  I  suppose  a  ton 
of  cinders  and  ashes  is  equal  to  two  and  a  quarter  cubic  yards ;  five  hun- 
dred tons  would  therefore  be  eleven  hundred  and  twenty- rive  cubic  yards ; 
and  this  quantity  I  think  is  a  low  estimate. 

James  Herring. 

New  York.  Sevtemher  1.  1856. 

John  J.  Herrick,  being  examined,  says  he  is  a  flour  merchant. 

895.  What  is  the  number  of  barrels  of  flour  received  in  New  York  in 
1855  '?  From  the  West,  via  canal  and  railroad,  it  is  estimated  that  the 
quantity  will  not  vary  far  from  say  2,500,000  barrels ;  from  the  South, 
say  New  Jersey,  Pennsylvania,  Delaware,  Maryland,  and  Virginia,  and 
also  via  New  Orleans,  about  500,000  barrels  ;  total  3,000,000  barrels.* 

89G.  AVhat  is  the  number  of  bushels  of  grain  received  per  annum  at 
New  York  ?  Via  canal  and  railroad  (nearly  all  via  canal  from  the  West) 
say  20,000,000  bushels  ;  from  the  South  5,000,000  bushels;  total  25,000,- 
000  bushels.  (This  estimate  is  probably  below.)  Of  corn,  we  received 
last  year  from  the  West  and  South  say  about  14,000,000  busliels  ;  of 
wheat,  about  6,000,000  bushels;  of  rye,  about  1,000,000  bushels;  of 
oats,  about  6,000,000  bushels  ;  of  barley,  about  500,000  bushels.  The  last- 
mentioned  grain  (barley)  stops  mostly  at  Albany. 

897.  What  is  the  expense  of  unloading  from  canal  boats,  "by  the  usual 
mode,  per  barrel  and  bushel  ?  On  flour,  from  one  half  to  three  fourths  of 
a  cent  per  barrel  ;  on  provisions,  one  to  one  and  a  quarter  cents  per  bar- 
rel ;  on  grain,  about  ninety-five  cents  per  one  hundred  bushels. 

898.  What  is  the  expense  of  carting  to  storehouse,  hoisting,  &c.  ?  Cart- 
ing from  three  to  four  cents  per  barrel,  when  storehouse  is  on  the  dock  or 
within  one  block  from  the  boat.  As  the  warehouses  so  near  the  landing 
places  cannot  contain  probably  one  half  the  flour  stored,  we  are  obliged  to 
resort  to  the  next  nearest,  which  increases  the  expense  of  carting,  as  the 
distance  is  increased.  Hoisting,  labor,  &c.,  from  one  to  two  and  a  half 
cents  per  barrel.    The  commis-ion  hou-ps  charge  two  cents  per  biirrel  labor 

•  The  dealers  in  flonr  e.stimate  the  daily  consumption  of  this  city,  including 
Brooklyn  and  Jersey  City,  about  six  thousand  barrels  per  day.  The  balance  is  ex- 
ported and  supplies  ths  eastern  markets  and  the  provinces,  and  southern  islands. 


300  New  York  Harbor  Commission  Beports. 


on  flour,  and  from  my  experience  of  over  twenty  years  in  the  business,  it 
does  not  pai)  us. 

899.  What  is  the  cartage  from  warehouse  to  ship  for  export  1  From 
four  and  one  half  to  six  cents  per  barrel. 

900.  What  is  or  would  be  the  expense  of  unloading  grain  by  means  of 
elevators  direct  from  canal  boats  into  warehouses  ?  Cost  of  discharging 
grain  by  elevator,  say  elevating  fifty  cents  per  one  hundred  bushels  ;  trim- 
ming ten  cents  per  one  hundred  bushels  ;  total,  sixty  cents  per  one  handred 
bushels. 

901.  Would  the  freight  on  flour  and  grain  from  Albany  be  reduced  if 
landed  on  the  North  river,  where  the  same  facilities  would  be  afforded  for 
discharging  as  at  Buffalo  and  Oswego,  instead  of  Coenties  slip,  and  how 
much  ?  Yes,  from  fifteen  to  twenty  cents,  and  during  the  fall  of  the  year 
when  receipts  were  large,  probably  twenty-five  to  thirty-three  and  a  half 
cents. 

902.  What  is  the  period  of  time  requisite  to  discharge  a  canal  boat  of 
two  hundred  tons  with  grain  by  an  elevator  ?  Three  to  four  hours.  In 
Oswego  and  Buffalo  elevators  can  discharge  two  thousand  to  two  thousand 
five  hundred  bushels  per  hour. 

903.  What  is  the  time  required  to  discharge  the  same  amount  of  grain 
by  ordinary  method"?    Two  days  of  good  working  weather. 

904.  Would  the  cartage  on  flour  for  town  consumption  be  increased  or 
diminished  if  distributed  from  the  North  river  in  the  neighborhood  of 
Fourteenth  street?  Decreased  fully  two  shillings  per  barrel.  The  cost  of 
delivery  of  a  barrel  of  flour  above  Chambers  street  to  Canal  is  three  shil- 
lings per  barrel  ;  above  Canal  to  Fourteenth  street  four  shillings  ;  above 
Sixteenth  street  to  Murray  Hill  six  shillings.  Tliis  cartage  is  charged  to 
persous  buying  by  the  barrel  or  two  from  the  receivers.  Many  families 
buy  of  their  grocery  near  them,  thinking  they  will  save  this,  but  the  grocer, 
besides  his  profit,  generally  adds  fifty  cents  per  barrel  for  cartage.  I  feel 
confident  that  a  saving  of  twenty-five  cents  per  barrel  would  be  the  result 
on  all  flour  delivered  from  the  North  river,  say  from  Fourteenth  street  or 
thereabouts. 

Very  respectfully, 

Jno.  J.  Herrick. 

New  York,  Feb.  20,  1856. 

Edmund  Blunt,  being  examined,  says  he  is  engaged  on  the  United  States 
coast  survey. 

905.  How  long  have  you  been  engaged  in  that  duty?  Twenty-three 
years. 

906.  Are  you  acquainted  with  the  principal  changes  that  have  occurred 
in  the  harbor  of  New  York  ?    I  am  with  some  of  them. 

907.  Have  the  changes  which  have  occurred  been  deleterious  to  the 
navigation  of  the  harbor?    Tliey  l^ve. 

908.  Where  have  these  changes  occurred  and  in  what  respect  have 
they  been  injurious?  The  mu-t  important  injurious  change  is  at  Sandy 
Hook,  the  point  of  the  Hook  extending  further  out  than  in  former  years, 
and  narrowing  the  channel  for  the  passage  of  vessels.  There  have  also 
been  injurious  changes  in  the  East  river  and  North  river  by  encroachments 


Neiu  York  Harbor  Commission  Reports.  301 


causing  increased  velocity  of  the  currents,  the  tendency  of  which  has  been 
to  prevent  the  fall  flow  of  the  flood  tide  upward  in  the  Hudson,  and  like- 
wise into  Flushing  bay  through  the  East  river,  consequently  a  diminished 
reflux  of  the  ebb  tide. 

909.  Is  the  change  at  Sandy  Hook  from  natural  causes  ?    It  is. 

910.  Are  the  other  changes  to  which  you  refer  from  the  construction  of 
piers  and  filling  up  the  shores  of  the  rivers  ?    Tiiey  are. 

911.  Is  there  reason  to  apprehend  any  injury  to  the  upper  waters  of  the 
Hudson  river  from  the  further  extension  of  piers  into  that  river  at  New 
York  ?  There  is  great  reason  to  apprehend  serious  injury  to  the  upper  por- 
tion of  the  river  from  the  further  extension  of  piers  at  its  entrance.  The 
volume  of  water  would  by  the  further  extension  of  piers,  be  decreased. 
The  periods  of  rest  at  high  and  low  water  would  be  increased  in  duration 
in  all  the  bays  and  coves  along  the  river,  consequently  there  would  be  a 
greater  deposit,  and  ultimately  they  would  fill  up. 

912.  Do  you  think  any  injury  has  yet  been  done  to  the  upper  parts  of 
the  river  from  encroachments  at  New  York  ?  I  do,  in  all  the  bays  and 
coves  of  the  river  through  its  whole  length. 

913.  Have  the  waters  of  the  river  at  Newburgh  and  Poughkeepsie  been 
injuriously  aflected  by  the  encroachments  at  New  York  ?  I  have  no  doubt 
they  have,  though  to  a  less  extent  than  in  the  bays  of  the  river.  Newburgh 
and  Poughkeepsie  are  not  properly  situated  out  of  the  line  of  the  river.  At 
Sing-Sing  and  Peekskill  the  water  is  much  shallower,  and  has  become  so 
from  the  cause  to  which  I  have  alluded.  If  the  obstacles  at  New  York  be 
increased  there  will  inevitably  be  further  injuiy  to  the  upper  waters  of  the 
river  for  the  area  of  still  water  will  be  increased,  and  consequently  the  de- 
posit of  material  held  in  solution  will  be  greater  ;  the  effect  ultimately  will 
be  to  narrow  the  channel  and  produce  a  more  sluggish  stream. 

914.  Does  the  tidal  wave  now  reach  Albany  in  its  former  strength  and 
volume  ?  It  does  not  in  my  opinion,  and  from  the  causes  to  which  I  have 
alluded,  namely,  the  encroachments  at  New  York. 

915.  Is  it  an  injury  to  the  navigation  of  the  river  so  far  as  it  is  dimin- 
ished? It  is  not  only  injurious  to  the  upper  portion  of  the  river  but  also 
to  the  lower  parts  thereof,  and  to  the  bay  of  New  York,  for  it  is  on  the 
scouring  effects  of  the  ebb  tide  that  we  must  depend  to  keep  the  harbor  free 
from  shoals,  and  if  the  waters  brought  in  by  the  tidal  wave  be  diminished, 
there  will  be  a  corresponding  diminution  of  the  waters  on  the  ebb. 

916.  To  what  cause  do  you  attribute  the  rapid  filling  of  the  slips  of  the 
city  with  mud  %  To  the  wash  from  the  sewers  and  the  coal  ashes  and 
cinders  thrown  from  steamboats. 

917.  Can  you  form  an  opinion  of  the  quantity  of  cinders  thrown  daily 
from  steamboats  ?    I  cannot,  but  it  must  be  very  large. 

918.  If  it  is  the  practice  when  slips  are  dredged  to  deposit  the  material 
taken  up  in  the  channels  of  the  rivers,  what  becomes  of  it  ?  It  isdepositeil 
in  the  bays  above  or  below  the  city ;  a  portion  is  washed  back  into  the  ad- 
jacent slips. 

New  York,  May  23,  1856.  Edmund  Blunt. 

John  Maguire,  being  examined,  says  he  is  a  Sandy  Hook  pilot. 

919.  How  long  have  you  been  a  pilot  out  of  this  port?  About  thirty 
years. 


302  New  York  Harhor  Commission  Ilcports. 


920.  Have  there  been  material  alterations  in  the  rivers  or  harbors  since 
}  ou  liave  been  a  pilot  ?    Tliere  have  been. 

921.  What  has  been  the  nature  of  these  alterations  and  where  ?  The 
currents  of  the  East  river  from  the  South  ferry  to  the  Novelty  works  have 
increased  in  velocity,  and  tlie  shoals  in  that  area  have  increased  in  size  and 
rendered  the  water  shallower,  and  consequently  made  the  navigation  more 
intricate  and  dangerous,  especially  for  the  larizer  classes  of  vessels  which 
are  every  year  increa:-ing  in  size  and  value.  With  regard  to  the  North 
river  there  has  been  but  little  change.  In  New  York  bay  the  mud  flats  ex- 
tending from  Red  Hook  south,  have  increased  in  size,  and  the  water  on 
them  is  becoming  shoaler  every  year. 

922.  Is  there  reason  to  apprehend  any  serious  evil  effects  on  the  naviga- 
tion of  the  Avaters  of  the  Hudson  between  New  York  and  Albany  by  the 
further  extension  of  piers  into  the  river  at  New  York  ?  I  think  the  further 
extension  of  piers  on  the  North  river  would  hav.e  a  very  injurious  effect  on 
the  upper  waters  of  the  river  and  also  upon  the  harbor  of  New  York. 
Every  pier  projected  into  the  river  creates  an  obstacle  to  the  flow  of  the 
tides,  if  they  be  unduly  extended  they  will  prevent  the  tidal  wave 
reaching  up  the  river  in  its  full  natural  volume,  while  they  Avill  also 
prevent  the  flow  of  the  ebb  in  its  proper  force.  It  is  to  the  ebb  tides  and 
their  scouring  influence,  and  the  spring  freshets,  that  we  must  look  for  keep- 
ing the  bay,  and  especially  Sandy  Hook  bar,  clear  from  further  shoaling. 

923.  Are  you  of  opinion  that  the  structures  already  erected  on  the  North 
river  have  an  injurious  effect  on  the  upper  waters  of  the  river?  The  piers 
and  bulkheads  which  have  been  projected  into  the  l  iver  at  about  Thirteenth 
street  must  necessarily  have  an  injurious  effect  on  the  navigation  of  the  up- 
per parts  of  the  river,  and  also  on  the  bay  and  Sandy  Hook  bar,  in  accor- 
dance with  the  principle  I  have  mentioned  in  reply  to  a  preceding  ques- 
tion ;  at  that  point,  Thirteenth  street,  the  width  of  the  river  has  been  so 
contracted  by  these  erections,  that  neither  the  ebb  nor  flood  tides  can  pass 
through  in  their  former  strength  and  volume. 

924.  Do  the  slips  in  the  East  and  North  rivers  fill  rapidly  with  mud 
and  other  solid  material?    They  do. 

925.  From  what  causes?  Chiefly  from  the  wash  of  sewers  and  from 
the  practice  of  throwing  ashes  and  cinders  from  steamboats  into  the  slips, 

92{).  It  has  been  stated  that  one  hundred  cubic  yards  per  day,  of  cinders, 
IS  thrown  into  the  slips.  Do  you  regard  that  statement  as  extravagant? 
On  the  contrary,  I  think  it  is  within  the  quantity  daily  deposited. 

927.  Do  you  know  if  surplus  ballast  is  thrown  into  the  rivers?  It  is, 
both  from  sea-going  vessels  and  more  particularly  from  ballast  lighters.  I 
have,  within  a  year,  seen  a  schooner  and  an  hermaphrodite  brig,  at  anchor 
on  the  mud  flats,  throw  the  whole  of  their  ballast  into  the  river. 

928.  AVhen  slips  are  dredged,  what  disposition  is  made  of  the  material 
dredged?  It  is  generally  carried  to  the  end  of  the  pier  and  there  dumped 
into  the  river. 

929.  Is  it  not  soon  washed  back  again  into  the  slips?  Yes.  If  it  be 
dumped  into  the  river  on  aa  ebb-tide,  it  is  carried  into  the  slips  below  ;  if 
on  a  flood-tide,  into  the  i-lips  above  ;  and  if  it  be  slackwater,  it  settles  to 
the  bottom  of  the  river  and  helps  to  fill  it  up. 

930.  How  are  the  wdiarves  cleansed  ?    I  believe  there  is  some  city  reg- 


New  York  Harbor  Commission  Reports. 


303 


ulations  for  cleansing  tho  wliarves,  but  1  liave  seldom  seen  it  enforced ;  tlie 
usual  mode  of  cleaning  them  is  to  tlirow  the  filtli  and  rubbish  collected  on 
them  into  the  slip. 

931.  Are  vessels,  in  taking  in  ballast,  careful  that  none  is  thrown  into 
the  slips  ?  On  the  contrar}',  I  think  that  of  the  ballast  taken  in  and  out  of 
vessels  through  the  year,  about  one  eighth  is  deposited,  through  careless- 
ness, in  the  slips. 

932.  Is  it  expedient  that  regulations  should  be  prescribed  for  the  an- 
chorage of  vessels  in  the  bay  and  rivers,  that  is,  ought  certain  areas  to  be 
defined  within  which  vessels  may  anchor  and  not  elsewhere?  I  can  say 
where  vessels  ought  not  to  anchor;  thus,  vessels  coming  in  from  sea,  or 
bound  out,  ought  not  to  be  permitted  to  anchor  as  they  now  do,  in  the 
mouth  of  the  East  river,  that  is  to  say,  between  Castle  Garden  and  Gover- 
nor s  i-land,  and  for  this  purpose  there  ought  to  be  a  public  officer,  such  as 
a  harbor  master,  whose  sole  duty  should  be  to  indicate  the  y)roper  place  for 
the  anchorage  of  all  vessels,  and  have  power  to  cause  the  removal  of  such 
as  are  improperly  anchored. 

933.  Would  it  be  expedient  to  compel  the  Eastern  steamers  to  stop  at 
the  upper  wharves  on  the  East  river  and  the  North  river  steamers  at  the 
upper  wharves  on  the  North  river?  I  think  it  is  very  important  to  the 
safe  navigation  of  the  rivers  that  such  regulations  should  be  made  and  en- 
forced. In  the  East  river  there  is  daily  great  embarrassment  and  danger 
from  the  passage  of  the  large  sound  steamers  coming  and  going  through  the 
river  around  to  and  from  the  North  river.  I  have  seen  vessels  torn  from 
their  fastenings  at  the  docks  by  the  reflux  of  the  wave  caused  by  these  large 
steamers. 

934.  Is  the  Jersey  shore  an  eligible  site  for  commerce  ?  I  answer  un- 
hesitatingly, it  is. 

935.  Is  it  as  good  as  the  shores  of  New  York  or  Brooklyn?  It  is  as 
good  as  New  York  and  better  than  Brooklyn. 

93G.  In  what  respects  is  it  better  than  the  Brooklyn  shore  ?  It  is  on 
the  weather,  while  Brooklyn  is  on  a  lee  shore;  the  currents  of  the  North 
river  run  with  moro  regularity,  and  less  velocity  than  in  the  East  river ; 
the  ice  sets  from  the  Jersey  shore  while  it  sets  on  to  the  Brooklyn  shore. 
In  every  respect,  I  think  tiie  Jersey  side  is  better  for  the  accommodation  of 
commerce  tlian  Brooklyn. 

937.  Are  the  advantages  counterbalanced  by  r.ny  disadvantages?  None 
that  I  know  of,  except  the  trifling  expense  of  transportation,  and  between 
Brooklyn  and  Jersey  City,  this  item  of  expense  must  be  about  the  same. 

John  Mag  like. 

New  York,  May  14,  1856. 

E.  D   Messerve,  being  examined,  says  he  is  a  Sandy  Hook  pilot. 

938.  How  long  have  you  been  a  pilot  ?    Nine  years. 

939.  Have  any  unfavorable  changes  occurred  in  the  harbor  of  New  Yoik 
during  that  period  ?  The  currents  in  the  East  river  have  increased  at  least 
half  a  knot  in  velocity,  the  navigation  of  that  river  has  become  more  diffi- 
cult, and  the  width  has  been  so  much  diminished  that  it  is  now  ditlicult  to 
turn  a  large  ship  in  the  river  above  Eidton  ferry.  The  channel  between 
the  northeast  point  of  Governor's  island  and  the  Brooklyn  shore  has  been 


304  New  York  Harbor  Commission  Beporti 


narrowed  by  the  construction  of  docks  from  the  Brooklyn  side  so  as  mate- 
rially to  injure  that  channel. 

940.  AVhat  are  the  causes  of  these  changes  1  The  construction  of  docks 
from  the  shores  of  New  York  and  Brooklyn. 

911.  Is  the  channel  you  refer  to  between  the  shoal  oi.  the  north  of  Gov- 
ernor's island  and  the  Brooklyn  shore  an  important  one  ?  It  is,  for  it  is  by 
that  channel  that  pilots  take  in  ships  to  the  piers  below  Ford's  pier  and 
into  the  Atlantic  dock. 

942.  To  what  piers  do  you  refer  as  having  had  an  injurious  effect  on 
this  channel  ?    Ford's  and  Kelsey's  piers. 

943.  What  would  be  the  effect  if  the  construction  of  piers  projected  into 
this  channel  as  far  as  those  piers  in  the  area  between  them  %  It  would 
utterly  destroy  that  channel  by  shoaling  the  water  and  make  a  continuous 
shoal  from  the  present  shoal  on  the  west  of  the  channel  to  the  Brooklyn  shore. 

944.  Is  this  channel  a  preferable  entrance  for  vessels  from  sea  to  the 
Atlantic  dock  and  the  piers  of  South  Brooklyn,  to  Buttermilk  channel?  It 
is.  Nine  ships  out  of  ten  are  carried  into  those  docks  by  tlie  channel  I 
have  referred  to.  Buttermilk  channel,  though  having  abundant  water,  is 
more  intricate  to  navigate. 

945.  Are  masters  of  vessels  careful  in  taking  in  or  discharging  ballast 
that  none  is  lost  in  the  docks?  They  are,  on  the  contrary,  extremely  care- 
less, and  large  quantities  are  daily  deposited  in  the  docks  from  carelessness. 

946.  Do  you  know  if  it  be  the  practice  of  steamboats  to  throw  their 
cinders  and  ashes  into  the  rivers  ?  They  all  dispose  of  their  cinders  by 
throwing  them  into  the  rivers. 

947.  Ought  there  to  be  regulations  made  and  enforced  for  the  anchorage 
of  vessels  ?  There  ought  to  be  ;  there  is  great  complaint  among  the  pilots 
at  the  diificulty  of  bringing  vessels  into  the  East  river  from  sea  in  conse- 
quence of  all  descriptions  of  vessels  anchoring  between  the  New  York  and 
Brooklyn  shores  from  the  Battery  to  Fulton  ferry.  I  counted  on  one  occa- 
sion seventy-five  vessels  at  anchor  between  those  points. 

948.  Is  there  not  some  danger  to  a  ship  in  moving  her  by  an  unskilful 
officer  or  in  berthing  her  ?    There  is. 

949.  In  berthing  a  vessel  does  not  the  harbor  master  or  dock  master 
take  command  ?    He  does. 

950.  Are  the  captain  and  crew  of  the  vessel  subject  to  his  orders  r.nd 
bound  to  obey  him  in  every  respect "?    They  are, 

951.  Is  property  to  a  large  amount  placed  under  the  absolute  control  of 
the  harbor  or  dock  master  ?   It  is, 

952.  Do  you  know  who  act  as  dock  masters?  The  policemen,  I  believe. 
952 J.  How  is  it  they  undertake  to  handle  ships  without  an  acquaintance 

with  seamanship  ?    I  do  not  know. 

New  York,  May  21,  1856.  Edward  D.  Messerve. 

James  Callahan,  being  examined,  says  he  is  a  Sandy  Hook  pilot. 

953.  How  long  have  you  been  a  Sandy  Hook  pilot  ?  Eleven  years  next 
August. 

954.  Have  any  changes  occurred  in  the  harbor  since  you  have  been  a 
pilot  ?  The  tides  in  the  East  river  run  from  a  quarter  to  one  third  faster 
than  when  I  was  appointed. 


Neiv  York  Harbor  Commission  Beports. 


305 


955.  Has  the  rip-rap  wall  of  the  Battery  enlargement  had  any  evil  effect 
on  the  navigation  of  the  rivers  ?  I  think  it  rather  improves  both  rivers,  by 
causing  truer  tides  both  ebb  and  flood. 

956.  What  is  the  cause  of  the  increased  velocity  of  the  tides  in  the  East 
river  ?  The  construction  and  extension  of  docks  from  both  shores,  and 
especially  from  the  New  York  shore. 

957.  What  effect  will  the  pier  at  Thirteenth  street,  North  river,  have 
on  the  navigation  of  that  river  ?  It  will  cause  eddies  above  and  below, 
causing  the  slips  to  fill  in  more  rapidly,  and  prevent  the  current  running 
up  the  river  in  the  quantity  it  would  if  that  pier  had  not  been  built. 

958.  Have  the  piers  on  the  Brooklyn  shore  had  an  injurious  influence 
on  the  river?  They  have  ;  especially  Ford's,  Kelsey's,  Johnson's,  and 
Todd's  piers. 

959.  If  piers  from  Ford's  to  Kelsey's  piers  were  built,  and  extended 
to  a  line  with  those  piers,  what  effect  would  they  have  on  the  channel 
between  the  middle  ground  or  shoal  on  the  north  of  Governor's  island 
and  the  Brooklyn  shore  ?    They  would,  in  a  few  years,  destroy  it. 

960.  Is  this  a  valuable  channel  ?  It  is  as  far  as  Brooklyn  is  con- 
cerned, for  it  is  by  that  channel  we  carry  ships  into  the  Brooklyn  wharves. 

961.  Of  what  draught  of  water  can  you  safely  carry  ships  through  that 
channel  ?  From  twenty  to  twenty-two  feet,  or  ships  of  twenty-five  hun- 
dred tons. 

962.  If  the  piers  were  extended,  do  you  think  that  in  a  few  years  ves- 
sels of  this  size  could  not  be  carried  through  that  channel  ?  No,  for  the 
effect  would  be  to  shallow  the  water,  so  that  there  would  be  no  more  than 
there  is  now  on  the  middle  ground. 

963.  How  much  water  is  there  on  the  middle  ground  ?    Fourteen  feet. 

964.  What  sized  vessels  can  you  safely  carry  over  the  middle  ground? 
Barks  and  small  ships. 

965.  What  do  you  regard  as  the  most  dangerous  obstructions  in  the  har- 
bor of  New  York?    Diamond  and  Prince's  reefs. 

966.  Do  vessels  often  strike  on  these  reefs?    They  do. 

967.  Which  is  the  more  dangerous  of  the  two?    Diamond  reef. 

968.  What  other  dangerous  rocks  or  reefs  are  there  in  the  rivers  or  bay? 
There  is  a  dangerous  rock  off  Jackson  street  ferry,  in  the  East  river,  on 
the  New  York  side  ;  I  touched  it  with  an  Italian  brig  two  years  since, 
drawing  fourteen  feet  of  water.  There  is  also  a  bad  reef  between  Jackson 
and  Catherine  streets  ferries,  Brooklyn,  on  which  there  is  about  fifteen  to 
sixteen  feet  at  low  water. 

969.  Can  you  make  any  suggestions  for  the  more  perfect  navigation  of 
the  lower  bay?  When  the  lighthouses,  now  being  constructed,  shall  have 
been  completed,  I  think  eveiything  will  have  been  done  that  can  well  be 
done,  except  placing  the  iron-screw  beacon  on  the  lower  end  of  Homer 
shoals. 

970.  Does  the  present  position  of  that  beacon  cause  mistakes?  Perhaps 
not  now,  though  it  has;  but  if  it  were  placed  where  it  ought  to  be,  on  the 
southeast  point  of  Romer,  we  could  then  tell  by  the  eye  the  commencement 
of  the  shoal. 

971.  How  far  from  the  southeast  point  of  Romer  is  the  beacon  placed? 
A-bout  a  quarter  of  a  mile. 

20 


306 


New  York  Harhor  Commission  Beports. 


972.  Is  it  a  quarter  of  a  mile  from  where  it  ought  to  be?    It  is. 

973.  Have  there  been  any  vessels  wrecked  in  consequence  of  the  beacon 
being  placed  where  it  is  ?  There  have — the  Windsor  Fay  and  the  Atalan- 
ta.  The  Windsor  Fay  went  to  pieces,  and  her  cargo,  which  was  of  mar- 
ble, was  partly  lost.  The  Atalanta,  a  China  ship,  got  off,  but  it  cost  be- 
tween forty  and  fifty  thousand  dollars  to  repair  her ;  her  cargo  was  dam- 
aged. 

New  York,  June  13.  1856.  James  Callahan,  Pilot. 

Charles  E.  Warner,  being  examined,  says  he  is  a  Sandy  Hook  pilot. 

974.  How  long  have  you  been  a  pilot?  I  have  been  apprentice  and  pi- 
lot since  1842. 

975.  What  changes  have  occurred  in  the  bay  and  rivers  of  New  York 
since  that  date  ?  The  changes  in  the  lower  bay  have  been  slight ;  in  the 
East  river  the  tides,  both  ebb  and  flood,  have  increased  in  velocity,  at  least 
half  a  knot  an  hour.  A  ship,  in  1842,  could  be  easily  turned  in  that  riv- 
er, while  now  it  is  impossible  to  do  so  at  Fulton  ferry.  The  middle  ground 
north  of  Governor's  island,  is  and  has  been  making  toward  Brooklyn,  so 
that  the  channel  between  that  shoal  and  Brooklyn,  is  constantly  narrowing. 

976.  To  what  causes  do  you  attribute  these  changes  ?  To  the  construc- 
tion and  extension  of  piers  on  both  sides  of  the  East  river. 

977.  At  what  points  on  the  river  have  piers  been  extended,  to  have 
this  injurious  influence?  On  the  New  York  side,  from  Roosevelt  street 
down  ;  on  the  Brooklyn  side,  Ford's,  Johnson's,  Todd's,  and  Kelsey's  piers. 

978.  What  has  been  the  specific  effect  of  the  extension  of  the  New 
York  piers,  and  of  the  Brooklyn  piers  ?  The  effect  of  the  New  York 
piers  has  been  to  increase  the  velocity  of  the  currents,  and  to  prevent  the 
possibility  of  turning  a  large  ship  between  the  ferries  ;  and  of  the  Brooklyn 
piers,  to  injure  the  channel  along  the  Brooklyn  shore. 

979.  Is  the  Brooklyn  channel  important  to  navigation  ?  It  is  ver}  im- 
portant to  Brooklyn  and  to  the  Atlantic  docks,  because  it  is  thi'ough  that 
channel  vessels  are  carried  into  the  Brooklyn  piers  and  Atlantic  docks. 

980.  What  would  be  the  result  if  piers  below  Ford's  pier  were  extended 
as  far  into  the  river  as  that  pier?    It  would  destroy  the  channel. 

981.  Have  Ford's  and  the  other  piers  you  have  mentioned  already,  been 
of  serious  injury  to  that  channel?  They  have  been,  and  will  continue  to 
be,  injurious. 

982.  By  what  process  is  this  injury  effected?  The  flood  tide  sets  from 
the  Battery  directly  across  to  those  piers,  and  makes  slackwater  alongside 
of  them,  and  on  the  ebb  they  also  cause  slackwater. 

983.  What  do  you  regard  as  dangerous  obstructions  to  navigation  in  the 
harbor?  Diamond  and  Prince's  reefs,  the  shoal  offKivington  street,  called 
Shell  reef,  and  the  shoal  off  piers  3  and  4,  East  river. 

984.  Do  you  fiud  shad  poles  a  serious  impediment  to  the  navigation  of 
vessels  to  and  from  sea  ?    I  do. 

985.  Where  are  these  shad  poles  placed?  In  all  parts  of  the  harbor 
above  the  Narrows. 

986.  What  depth  of  water  are  they  placed  in?  From  ten  to  sixty 
feet. 

987.  Are  they  in  the  channel  way  of  vessels  entering  and  leaving  the 
port  ?    They  ai*e. 


New  Yo7'k  Harbor  Commission  Bcports.  307 


988.  Have  you  much  difficulty  in  getting  through  them?  Yes,  in  light 
winds  we  have. 

989.  If  you  run  foul  of  tliem  Avitli  a  vessel,  do  they  do  much  damage  ? 
They  frequently  tear  off  the  copper  from  vessels. 

990.  Do  you  know  that  serious  injury  has  be^n  done  to  a  vessel  by  tliese 
poles'?  Yes  ;  the  Ville  de  Lyon,  a  ship  of  six  hundred  tons,  in  going  out 
of  port  was  pierced  by  a  shad  pole,  and  had  to  put  back  and  go  on  tlic 
screw  dock  for  repair.  Accidents  from  these  poles,  more  or  less  serious, 
occur  very  frequently. 

991.  Can  you  form  a  computation  of  the  number  of  shad  poles  usually 
placed  in  the  liarbor,  below  the  Battery  ?  There  are  at  legist  twenty  rows 
of  shad  jwles  placed  between  the  Battery  and  the  lower  end  of  the 
Narrows. 

992.  How  many  poles  will  there  be  in  a  row?  From  twenty  to  three 
hundred. 

993.  Do  these  rows  of  poles  extend  across  the  main  ship  channel? 
They  do. 

994.  What  is  the  size  of  these  poles?  They  will  average  eight  to  nine 
inches  in  diameter. 

995.  How  much  of  them  is  above  water  ?  Usually  fifteen  feet  at  high 
water  ;  but  they  are  often  broken  off  at  the  surface  of  the  water,  or  a  little 
below,  and  then  they  are  very  dangerous. 

906.  How  long  are  they  placed  in  the  harbor  ?  About  a  month  or  six 
weeks ;  say  frorix  the  middle  of  March  to  the  first  of  May. 

997.  Ai'e  there  any  serious  obstructions  in  the  North  river  near  the 
city  ?  None. 

998.  Are  there  any  piers  on  the  North  river  injurious  to  navigation, 
either  as  it  respects  the  upper  waters  of  the  river,  or  the  shps  and  docks  of 
the  city  ?  The  pier  at  Thirteenth  street  is  very  objectionable,  and  must 
have  an  injurious  influence  on  the  flow  of  water  up  the  river;  and  so  with 
the  piers  above  that  point. 

999.  Do  you  ever  have  any  embarrassment  in  bringing  a  ship  into  the 
East  river,  from  the  number  of  vessels  at  anchor  at  the  moutli  ?  Yes. 
Sometimes  it  is  impossible  to  bring  a  ship  up,  from  the  number  anchored 
directly  in  the  channel. 

1000.  Do  vessels  often  strike  on  Diamond  and  Prince's  reefs?  Very 
often  on  Diamond  reef. 

1001.  Does  this  happen  from  the  negligence  of  the  pilot?  No,  from  the 
strength  of  the  tides  and  narrowness  of  the  channel  between  the  two  reefs. 

New  York,  June  19,  1856.  Ciias.  E.  Warneu,  Pilot. 

George  W.  Blunt,  being  examined,  says  he  is  a  commissioner  of  pilots 
appointed  under  a  law  of  the  state  by  the  board  of  underwriters,  and  has 
been  since  1845. 

1002.  Are  you  acquainted  with  the  regulations  established  for  tlie  gov- 
ernment of  the  port,  and  the  changes  which  have  occurred  in  the  waters  of 
the  harbor?  lam. 

1003.  Have  such  changes  as  have  taken  place  had  an  injurious  influence 
on  the  navigation  of  the  harbor?    They  have. 

1004.  To  what  do  you  attribute  these  unfavorable  changes?  To  the 
encroachments  which  have  been  made  into  the  rivers  by  the  exten.^ion  of 


308  New  York  Harbor  Commission  Reports. 


piers,  and  to  the  defective  manner  in  which  they  are  built,  being  piles  of 
timber  filled  up  with  loose  rubble  stone,  and  subjected  to  rapid  decay  from 
the  imperfection  of  the  material,  which,  when  repaired  require  further  ex- 
tension as  the  rubble  stone  works  out  of  the  enclosure  and  makes  the  water 
shallower.  Another  cause  of  injury  is  owing  to  the  sewers  of  the  city  of 
New  York  emptying  into  the  heads  of  the  slips  where  there  is  no  current 
to  carry  away  the  debris  and  mud  washed  into  them,  instead  of  having  the 
sewers  discharge  at  the  ends  of  the  piers  into  the  currents  of  the  rivers. 
Another  cause  of  injury  is  the  daily  practice  of  steamers  emptying  their 
ashes  and  cinders  into  the  rivers,  which  must  amount  to  hundreds  of  tons 
daily  in  the  short  and  narrow  road  between  Corker's  Hook  and  the  Battery. 

1005.  What  do  you  recommend  as  a  substitute  for  the  present  form  and 
manner  of  constructing  piers  ?  Stone  piers  ought  in  all  cases  to  be  hereaf- 
ter constructed  in  place  of  the  present  structures,  which  should  not  be  al- 
lowed to  be  rebuilt  or  repaired  in  order  that  stone  piers  may  be  substituted 
as  soon  as  possible. 

1006.  Will  not  stone  piers  be  objectionable  from  their  great  cost?  No, 
for  the  commerce  of  the  city  can  well  afford  to  pay  a  sufficient  compensa- 
tion for  their  erection. 

1007.  Are  the  present  rates  of  wharfage  equitable  to  the  owner?  They 
are  for  the  present  structures,  for  they  are  worthless,  but  if  proper  stone 
piers  were  erected,  such  increase  should  be  made  to  the  rates  as  will  afford 
a  just  compensation  for  the  capital  invested.  Geo.  W.  Blunt. 

LONDON  AND  LIVEKPOOL  DOCKS. 

The  landing  rates  of  the  docks  in  London  are  charged  upon  the  gross 
weight,  and  include  landing,  wharfage,  weighing  or  gauging,  and  housing, 
or  piling  on  the  quays  or  loading  therefrona,  original  warrants,  accounts  of 
landing,  weights  or  gauges,  and  strength  of  spirits,  surveying  and  furbish- 
ing certificates  of  damage.  Goods  not  intended  to  be  warehoused  are 
allowed  four  clear  days  from  the  final  weighing  for  removal,  in  default  of 
which  they  are  housed  or  piled  and  subjected  to  storage  rent. 

The  warehouse  rent  is  chargeable  by  the  week  on  the  gross  weight  from 
the  date  of  the  ship's  breaking  bulk,  or  from  first  landing  from  the  vessel. 
A  week's  rent  is  charged  for  any  fraction  of  a  week.  Merchandise  shipped 
from  these  docks  are  charged  two  thirds  of  the  landing  rates. 

The  Liverpool  quay  delivery  rates  are  for  landing,  weighing  or  tallying, 
marking,  loading  from  landing,  scale  and  furnishing  landing  weights.  When 
goods  are  not  removed  direct  from  the  landing  scale,  one  half  of  the  rate  is 
added  for  piling  on  the  quay.  Goods  not  intended  to  be  housed  in  the 
dock  warehouses  are  liable  to  a  fine  if  not  removed  within  twenty-four 
hours  from  the  time  of  landing.  The  warehouse  rates  are  subject  to  the 
same  regulations  as  those  of  the  London  docks. 

The  shipping  rates  are  much  less  than  the  landing  rates,  varying  from 
twenty-five  per  cent,  to  fifty  per  cent,  of  the  latter. 

The  wharfage  rates  on  vessels  are  from  sixpence  to  ninepence  per  reg- 
istered ton,  the  payment  of  which  entitles  them  to  a  berth  from  four  to  six 
weeks,  if  occupied  thereafter  the  vessel  is  charged  one  penny  per  ton  per 
week  additional. 


New  York  Harbor  Commission  Reports.  309 


Si     ^  ^ 


«  O 


!  gT3 


o     ^  o  5  b,  .  o  o  — o  o 


^'o_2ooooooooooooooooooo 

•      'w  'O      *t3  *0  'O  T3 


(M  1-1 


4  O  O  O  O  O 


o  o  «^ 


.  2  o  o  (a,  o  4) 
53       13  ^-a  p. 

2  ^     s  § 

eO  ff^  C<>  (N  iM  CO  o 


^  2 


o 

o  o 


*J  ^  O  O  O 


...  CI. 

-a  t3  tj  . 


C 


o 


o  o 
"I 


I:  ^ 


II 


a 


02  ' 


u  u 


o  •  - 


a;  O.  aj  a  ca  id  u 


c  c 


310 


New  York  Harbor  Commission  Beports. 


ills 
I 


|lll|i|ll!ii||fi||iiliiyii 


i ;  M  ^  i ; :  ;|  M  i  is  i :  i 


1 


i 

r 
11 


llll 


I  '  'I 


f 


If 


It 

ill 


! 


I, 
it 


I': 


tit  I 


ll 


-d-d 

to  CO 


las  ssl 


I 


iiH 


1 


iiiiiliiilljj 


I 


If 


New  York  Harbor  Commission  Reports. 


311 


o  « 


5 

(O 


1 


PL, 


G  a  G  G  C 

o  o  o  ^  o  o  o 

+J  4J  +J  lO  +J  +J  4^ 


*j  +j  +j  O 


o  o  o  o  o  o 


OeOTHC<lTHOe<50000C^OOiOOOO(N 


-^^^0  lO  o  o  o 


-'■JO 


-kJ  ^      X  -^^  Si  " 

?^  C3  rt  o  ^  <u' 

(- 

o 

p. 

.  O  O  O  O  (-5 
'73  _  _  _ 

tH  CO       -tI  CO 


•73  TS'  '6 


G 

G 

C 

■  X  O 

o 

O 

O 

G  o  +^ 

3 

o  o 

o 

^ 

;-i 

a; 

o 

<o  ~' 

P<  • 

.r3 

TS*  TS' 

(M  r-l 

CO 

G  M 

&  P.CO 


•  CO 


G  ^  G 

o  Wo 

o  Ph  o 

P<  .  P< 


G 

C  «  G 

-MOO 

t-  ^ 

O  t(  s- 
PhS  o 
.  P.P^ 
■73    .    .  ■ 


P-  P. 
■d-d 


.  M 

O 

ss 

>  G  t-i 

?:  o 

P«  CD 


a. 


O  -P  O 

G  G  G-^"2 


G 


.^3 
•1:  >-  t- 


G  c 


.5       -3  •=  .Si  .Si 


.  .r-  O 


Mi 


OJ  C  C3 

-  =  a 


iHr- 


o  o 


312 


Neio  York  Harbor  Commission  Reports. 


INDEX  TO  TESTIMONY— (Pages  224-308.) 


James  Cruikshank  Question  1 

S.  A.  Frost   54 

Stephen  Roberts  123 

WiUiam  Denniston  143 

Edward  IMintum   179 

Samuel  V.  Hofiinan  192 

Albert  Woodruff  202 

John  McCormick  270 

Stephen  Decatur   286 

Lawrence  Turnure  287 

Clinton  Hunter  309 

Henry  L.  Pierson  322 

Thomas  Tileston  334 

H.  J.  Baker  347 

WiUiam  H.  Swan  353 

Eollin  Sandford  366 

Benjamin  F.  Seaver  379 

ArtemasS.  Cady  384 

John  G.  Whipple  405 

Jacob  Sharpe  428 

Abraham  Turnure  438 

George  Colly er  481 

Moody  Cummings  494 

Charles  H.  Woolsey  504 

Isaac  Orr  537 

John  Hart  553 

Cornelius  B.  Hulsart  567 


Ephraim  Morris  576 

A.  W.  Craven  583 

Charier  Turner  603 

Daniel  E  wen  692 

Edwin  Smith  000 

Alex.  H.  Schultz  COS 

Leonard  Brainard   658 

Owen  W.  Brennan  703 

Charles  Chamberlain  765 

Daniel  Herrick  844 

William  Hyward  851 

Peter  F.  Burroughs  868 

James  Herring  878 

John  J.  Herrick  895 

Edmund  Blunt  905 

John  Maguire  919 

E.  D.  Messerve  938 

James  Callahan  953 

Charles  E.  Warner  974 

George  W.  Blunt  1002 

Table  of  dock  rates  in  London,  and 
storage  rates  established  by  the  New 
York  Chamber  of  Commerce,  and 
proposed  storage  rates  on  the  piers 
of  New  York. 


ESTOIATED  VALUE  OF  AVHARVES. 

Value  of  Wharf  Property  owned  hy  the  Corporation  of  the  City  of  New  York^ 
estimated  in  the  Annual  Report  of  the  City  Comptroller^  February  15,  1856 

FERRIES— EAST  RIVER. 


Staten  Island  ferry— Slip  east  end  Battery   840,000 

South  and  Hamilton  avenue  ferries,  east  5  short  pier  at  Whitehall,  west 

5  pier  No.  2  and  bulkhead   150,000 

Wall  street  ferry — east  side  pier  No.  15  and  buUdiead  across  Coffee-house 

sUp   80,000 

Fulton  ferry — east  5  pier  No.  21,  west  5  pier  No.  22,  and  bulkhead  piers 

and  bulkhead  at  Brooklyn   250, 000 

Peck  slip  ferry — east  h  pier  No.  25,  west  half  pier  No  26,  and  bulkhead.  150,000 

Roosevelt  street  ferry — east  5  pier  No.  29,  west  5  pier  No.  30,  and  bulk- 
head  100,000 

Catharine  ferry— east  h  pier  No.  34,  west  5  pier  No.  35,  and  bulkhead — 

piers  foot  of  Main  street,  Brooklyn   150,000 

Williamsburgh  ferry — easterly  side  pier  No.  35   100,000 


New  York  Harbor  Commission  Reports.  ^13 

Jackson  ferry — east  ^  pier  No.  52,  west  h  short  pier,  and  bulkhead   $75,000 

Grand  street  ferry — north  h  of  south  pier,  south  i  north  pier,  and  bulk- 
head between  the  two  piers  at  Williamsburgh,  and  two  lots  on  Grand 

street,  WiUiamsburgh   110,000 

Houston  street  ferry   25, 000 

Greenpoint  ferry   10,000 

Eighty-sixth  ferry — ferry  house,  lots  and  piers  at  Eighty-sixth  street, 

and  lands  and  piers  at  Astoria   50,000 

FEERIES— NORTH  RIVER. 

Cortlandt  street  ferry— south  k  pier  No.  17,  north  k  pier  No.  18   1^160.000 

Barclay  street  ferry   10, 000 

Pavonia  ferry— pier  No.  30,  and  k  bulkhead   120,000 

Hoboken  street  ferry — bulkhead  Hoboken  street   10,000 

Bull's  ferry— north  side  pier  No.  43   20,000 

Christopher  street  ferry — ^bulkhead  at  Christopher  street   7,000 


Total  amount  §1,617,000 


PIERS  AND  BULKHEADS— EAST  RIVER. 

No.  of  Pier. 

Vanderbilt  pier   §10,000 

1,  and  h  of  small  pier   75,000 

k  4,  and  h.  bulkhead  between  4  and  5    50,000 

5,  and  h  bulkhead  between  4  and  5  and  5  and  6   110,000 

6,  and  h  bulkhead  between  5  and  6  and  6  and  7   145,000 

7,  and  h  bulkhead  between  6  and  7  and  7  and  8    170,000 

i  8,  and  h  bulkhead  between  7  and  8   60,000 

Half  12,  and  bulkhead  Old  sHp   100,000 

Half  18  and  half  19,  bulkhead  between   150,000 

Half  20  and  half  21,  bulkhead  between   160,000 

Half  22  and  half  23,  bulkhead  between   125,000 

Half  24  and  half  25   125,000 

Bulkhead  between  pier  30  and  the  ferry — ^half  of  bulkhead  between  piers 

30  and  31,  with  pier  30   30,000 

31  and  half  32,  bulkhead  between   75,000 

Half  33  and  34,  bulkhead  between   75,000 

Bulkhead  between  pier  35  and  ferry   5, 000 

37  and  38  bulkhead   105,000 

40  and  41  bulkhead   100,000 

Haa  42    5,000 

43  nd  44,  bulkhead  between   110,000 

46,  Jefferson  street   60,000 

48,  Clinton  street   75, 000- 

Half  short  pier,  and  half  53,  bulkhead  between   50, 000 

Half  56  and  half  57,  and  bulkhead,  Jackson  street   45,000 

Cherry  street,  and  piece  bulkhead  south  of  same   20,000 

Half  both  piers  Broome  street,  and  bulkhead  between   60,000 

Half  both  piers,  Delancey  street,  and  bulkhead  between   60,000 

Bulkhead  Rivington  street,  and  middle  pier   05,000 

Bulkhead  Third  street   3, 000 

Pier  Fifth  street   10,000 

Pier  Twenty-third  street   30,000 

Pier  Twenty-fifth  street   20,000 

Pier  Twenty-sixth  street   20,000 

Pier  Twenty-eighth  street   15 ,000 

Pier  Thirty-eighth  street   10,000 

Pier  Fifty-third  street   4,000 

Pier  Sixty-first  street   4,000 


314  New  York  Harbor  Commission  Beports. 

Bulkhead  at  Eighty-sixtli  street   $10,000 

Pier  One  Hundred  and  sixth  street   3,000 

Pier  One  Hundred  and  thii-tieth  street   4,000 

Total  amount  $2,353,000 


PIEKS  AND  BULKHEAD&— NOKTH  EIVER. 

No.  of  Pier. 

Half  12  and  haK  bulkhead  between  12  and  13   $20,000 

13,  and  half  bulkhead  between  12  and  13,  and  13  and  14    120,000 

Half  14  and  half  bulkhead  between  13  and  14   45,000 

20  and  half  bulkhead  between  20  and  21,  and  a  piece  of  bulkhead  on 

West  street                                                              ...  75  000 

21  and  half  23,  and  half  bulkhead  between  20  and  21,  and  all  21  and  23.  115^000 
29,  WaiTen  street   110,000 

31  and  half  bulkhead,  between  30  and  31  and  31  and  32   130,000 

32  and  half  bulkhead,  between  31  and  32  and  32  and  33   30,000 

Half  33  and  half  bulkhead  between  32  and  33   45, 000 

Half  34,  small  piece  bulkhead   45,000 

35,  small  piece  bulkhead   90,000 

36,  small  piece  bulkhead   70,000 

37,  smaU  piece  bulkhead   80,000 

38,  small  piece  bulkhead,  and  North  Battery   110,000 

SmaU  pier,  foot  of  Laight  street   8,000 

39 ,  small  piece  bulkhead   40, 000 

Small  pier  foot  of  Debrosses  street   5, 000 

40   25,000 

41,  and  half  bulkhead  between  41  and  42   125.000 

42  and  half  bulkhead  between  41  and  42  and  42  and  43    20,000 

43  and  half  bulkhead  between  42  and  43   50,000 

Half  44   20,000 

45  and  half  bulkhead  between  45  and  46   45,000 

46  and  half  bulkhead  between  45  and  46   45, 000 

47,  Hamersley  street   35. 000 

48,  Clarkson  street   30,000 

49,  Leroy  street   35,000 

50,  Morton  street   35,000 

51  and  half  bulkhead  between  51  and  52  Christopher  street   30,000 

52  and  half  bulkhead  between  51  and  52  and  52  and  53   45,000 

53  and  half  bulkhead  between  52  and  53,  and  small  piece  bulkhead  be- 

tween 53  and  54   25,000 

54,  Perry  street   20,000 

55  or  bulkhead,  Hammond  street   12,000 

Half  pier  Thirteenth  street    8,000 

Pier  Seventeenth  street   12,000 

Pier  Eighteenth  street   10,000 

Pier  Twentieth  street   15,000 

Pier  and  bulkhead.  Twenty-first  street    13,000 

Pier  Twenty-second  street   15,000 

Pier  Twenty-sixth  street   10,000 

Pier  Forty-seventh  street   10,000 

Bulkhead  at  Manhattanville   10,000 

Pier  One  Hundred  and  fifty-fifth  street   1, 000 

Pier  Fifty-fifth  street   14.000 


^1,853,000 

Add  East  river   2,353,000 

Total  amount  .'  $4,206,000 

Add  estimated  value  of  ferries     1,617,000 

Total  amount  $5,823,000 


i 


New  York  Harbor  Commission  Beports. 


315 


(Q.) 

CONSTRUCTION  OF  PIERS  AT  STATEN  ISLAND 
[Official.] 

Treasury  Department,  1 
Office  of  Construction,  \ 
Washington,  D.  C,  March  25,  1864.  J 
Sir  :  Agreeably  to  the  wishes  expressed  in  yours  of  the  23(1  instant,  I 
herewith  enclose  a  sketch  of  a  portion  of  the  piers  now  in  course  of  con- 
struction at  Staten  Island,  New  York,  for  the  revenue  service  of  the 
United  States. 

The  cylinders,  supporting  the  flooring  of  these  piers,  are  cast-iron  pipes 
filled  with  concrete.  The  pipes  are  from  four  to  five  feet  in  diameter,  of 
three-quarter  incli  iron,  and  are  cast  in  sections  of  from  five  to  six  feet  in 
length.  These  sections  are  securely  connected  together  by  flanges  and 
bolts,  and  when  forming  a  hollow  cylinder  of  the  requisite  length,  are 
lowered  and  embedded  into  the  ground  by  the  process  known  as  the 
pneumatic.  They  are  thus  sunk  into  the  ground  to  about  twelve  feet 
below  the  surface  of  the  bottom,  a  quantity  of  ballast-stones  is  placed  and 
piled  around  them  to  prevent  the  action  of  the  cm-rent  on  the  bottom,  and 
they  are  then  filled  with  concrete,  consisting  of  cement  and  gravel  in 
nearly  equal  parts  of  etich. 

These  cylinders  are  connected,  at  such  heights  above  high-water  mark 
as  desired,  by  heavy  timber  scantling,  longitudinally,  transversally,  and 
diagonally,  and  this  timber  framing  supports  in  its  turn  the  planking 
forming  the  floor  of  the  pier. 

The  advantages  of  these  piers  are  obvious ;  they  combine  the  lightness 
of  wooden  piers  with  the  permanency  and  solidity  of  stone  or  cob-work 
piers ;  they  offer  little  surface  to  the  action  of  the  current  or  floating 
bodies,  and  cause,  on  account  of  this  minimum  of  obstruction,  the  least 
sediment  of  substances  in  the  dock. 

Very  respectfully, 

Isaiah  Rogers, 

Supervising  Architect. 

G.  W.  Blunt, 

179  Water  street,  New  York. 


Treasury  Department,  l 
Office  of  Supervising  Architect, 
March  29,  18G4.  J 
Sir:  The  plan  or  shape  of  the  pier  being  so  irregular,  I  am  at  a  loss 
to  state  its  length,  as  desired  by  you,  in  yours  of  the  26tli  instant.  The 
pvfnnt  of  floorinT  sunnorted  bv  the  cast  iron  piers  is  11,702  superficial 


316  New  York  Harbor  Commission  Reports. 


feet,  the  depth  of  water  at  pierhead  32  feet  (average)  at  high  wat6r,  and 
the  total  cost  of  the  structure,  including  the  boat-houses  on  the  pier, 
$40,326. 

Very  respectfully, 

B.  MULLETT, 

Acting  Supervising  Architect. 

G.  W.  Blunt, 

179  Water  street,  New  York. 


E.  &  G.  W.  BLUNT. 


rfaatical  Almanac,  containing  the  Moon's  right  ascension  and  declination  for  evef7 

5  hours. 

Bowditch's  Navigator,  32nd  edition. 
Blunt's  Coast  Pilot,  lyth  edition. 
Expeditious  Measurer,  for  measuring  cargo. 
Ward's  Lunar  Tables. 

Sheet  Anchor,  112  quarto  plates,  with  additions  by  G.  W.  Blunt. 

Commercial  Digest,  by  Joseph  Blunt,llthedition. 

TIDE  TABLES  for  the  Coast  of  the  United  States,  by  A.  D.  Bache,  Superintendent 
U.  S.  Coast  Survey. 


Chart  from  Cape  Cod  to  Labrador,  including  the  Grand  Bank  and  Gulf  of  New- 
foundland, &c. 

Eastern  Coast  of  the  United  States,  including  Noya  Scotia,  from  New- York  to  Capo 
Canso. 

Long  Island  Sound,  on  a  large  scale. 

Chart  from  Montauk  Point  to  Cape  Antonio,  including  Bahama  Bank,  Ac,  on  a 

diagonal  scale. 
Chart  from  New- York  to  St.  Augustine,  in  three  sheets. 
Bahama  Banks,  including  the  Admiralty  Surveys  up  to  the  present  date. 
Bahama  Bank,  very  large  scale,  (Pilotage  Chart.) 
Bahama  Banks,  Island  of  Cuba  and  Passages,  on  a  large  scale. 
Florida  Reef,  on  a  large  scale. 

North  Coast  of  the  Gulf  of  Mexico,  from  St.  Mark's  to  New-Orleans. 
Chart  of  the  Coast  of  Texas. 

West  Indies  to  15®  North,  including  Gulf  of  Mexico,  with  Admiralty  surveyB  to 
present  date. 

West  Indies  to  9°  North,  including  Gulf  of  Mexico,  Spanish  Main,  Island  of  Trinidad, 

&c.,  two  sheets. 
Ohart  of  Guyana,  from  recent  surveys. 
Ooast  of  Brazil,  three  sheets. 
River  Plate. 
Cape  de  Verde  Islands. 

NORTH  ATLANTIC,  new  Chart,  on  a  large  scale,  with  a  Memoii  PLANS  of 

AZORES,  MADEIRA,  and  TENERIFFE. 
North  Atlantic,  with  the  curves  of  magnetic  variation,  and  a  Memoir. 
South  Atlantic. 
Do.      do.     and  South  Pacific. 

North  Pacific,  including  China  Seas,  with  plans  of  Straits  Juan  de  Fuca,  Ac. 

Behring's  Straits  and  Sea. 

Indian  and  Part  of  the  Pacific  Oceans. 

New  Charts  of  the  VINEYARD  and  NANTUCKET  SOUNDS,  on  a  very  large  seals, 

from  actual  surveys. 
New  Chart  of  Sagua  La  Grande. 

New  Chart  of  Cape  Cod  and  Massachusetts  Bays  and  Coast. 
New  Chart  of  the  Windward  Islaids,  on  a  large  scale, 
New  Chart  of  Magnetic  Variations  for  the  whole  world. 

The  subscribers  have  now  published  Charts  of  all  the  navigable  worW,  from  the 
best  authorities,  and  hope  that  American  Ship-masters  will  use  American  Charts. 


They  have  just  completed  at  their  establishment,  after  a  labor  of  over  five  years,  a 
Dividing  Engine,  by  which  they  are  enabled  to  divide  Astronomical  and  Nautical 
Instruments  to  a  degree  of  precision  which  they  will  guarantee  to  be  equal  to  the 
best  of  foreign  make.  The  subscribers,  therefore,  ask  that  American  ships  may  be 
navigated  by  American  made  instruments. 


I  isr  s  T    TJ  livfl:  E  ]sr  T  s . 

Chronometers  of  the  best  makers,  for  sale  and  to  hire. 
Sextants,  Quadrants,  &c.,  of  American  manufacture. 
Spy  0-^  asses. 

Night  Wlasses,  new  kind. 

Aneroid  Barometers. 

Compasses,  Dent's  Improved,  and  others. 

Binnacles. 

Globes,  Terrestrial  and  Celestial,  16  inch.    The  Terrestrial  with  Isothermal  Lines  of 

Temperature,  and  Deep  Sea  Soundings. 
Massey's  Patent  Logs. 

Ogden's,  Ericsson's,  and  Massey's  Patent  Sounding  Instruments. 
Iroproved  Compasses  with  elastic  centres. 

ABBOTT'S  HOROMETER,  a  new  and  simple  instrument  for  working  the  Longitude 
either  by  Lunar  Observations  or  the  Chronometer. 

E.  &  G.  W.  BLUNT,  179  Water-Street 


NOTICE   TO  SHIPMASTERS. 

Just  published,  Massachusetts  Bay. 


Office  of  the  Board  of  Unperwritkrs 
New-  York,  March  20th,  1858. 

There  is  reason  to  believe  that  disasters  to  vessels  have  recently  occurred  on  the 
Southern  Coast  of  the  United  States,  in  consequence  of  the  use  of  old  and  incorrect 
Charts.  This  Board  would  earnestly  impress  upon  Shipmasters  the  great  importance 
of  being  provided  with  those  that  are  of  recent  date  and  from  a  reliable  source. 
Blitnt's  Charts  of  the  Coast  of  the  United  States  are  corrected  in  conformity  with 
the  Government  Surveys,  and  have  accurately  laid  down  the  position  of  all  the  Lights 
now  in  use,  or  in  process  of  construction  on  our  coast,  and  these  Charts  should  be 
familiar  to  every  Shipmaster  in  the  trade. 

ELLWOOD  WALTER,  Secretary  Board  of  Underwriters 
^  ■ »  ♦  « «  ^ 

Extract  of  a  letter  from  Lieut.  John  Rodgers,  commanding  U.  S.  Ship  "  Hancock,^' 
attached  to  the  Surveying  Expedition  to  the  China  Seas,  North  Pacific. 

New-Bedford,  January  ith,  1852. 
I  had  a  long  discussion  on  Charts  of  the  extreme  North  Pacific,  Behring's  Straiti, 
Sea  of  Okotsk,  &c.    All  the  Whalers  say  that  you  are  right. 

COMPASSES. — Attention  is  invited  to  the  new  Compasses  constructed  at  the 
establishment  of  the  subscribers.  It  is  a  fact  now  well  understood,  that  most  of  the 
losses  charged  to  Currents  are  due  to  the  imperfect  cpnstruction  of  Compasses,  and 
to  their  deviation  not  being  ascertained. 

Compasses  of  a  superior  quality,  are  manufactured  by  them,  and  are  constantly  on 
hand.    Also,  Dent's  Patent  a  nd  other  approved  Compasses. 

E.  «fe  G.  W.  BLUNT. 
Agents  for  Rogers'  Signals.— Office  of  the  Marine  Register  or  American  Lloyds. 


Xovanber  186a 


